Agenda 10/11/2007 SPOKANE VALLEY PLANNING COMMISSION AGENDA.
COUNCIL CFIANMBERS-CITY HALL 11707 E. SPRAGUE AVENUE
OCTOBER 11, 2007
6P00 TO 9:0O FM
I. CALL TO ORDER
II. PLEDGE OF ALLEGIANCE
III. ROLL CALL
IV. APPROVAL OF AGENDA
V. APPROVAL OF MINUTES
VI. PUBLIC COMMENT
VII. COMMISSION REPORTS
VIII. ADMINISTRATIVE REPORT
IX. COMMISSION BUSINESS
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STUDY SESSION: COMPREHENSIVE PLAN TEXT AMENDMENTS
X. FOR THE GOOD OF THE ORDER
XI. ADJOURNMENT
COMMISSIONERS CITY STAFF
GAIL KOCLE, CHAIR GREG MCCORMICK, ACTING DIRECTOR, ACP
ROBERT BLUM, VICE-CHAIR SCOTT KIJHTA, LONG RANGE PLANNER, ATOP
FRED BEAULAC MIKE BASINGER,ASSOCIATE PLANNER,AICP
JOHN G. CARROLL CARY DRISKELL, DEPUTY CITY.ATTORNEY
DAVID CROSBY
IAN ROBERTSON DEANNA GRIFFITH
MARCIA SANDS WWW.SPOKANEVALLEY.ORG
City of Spokane valley Comprehensive Plan
CHARTER 3 - TRANSPORTATION
3.0 Introduction
Transportation systems should provide for the safe and efficient movement of people
and goods. Modes of transportation which impact Spokane Valley include roadway,
transit, air, rail, bicycle and pedestrian, Each of these modes is addressed
independently, although the development of an efficient and truly multi-modal
transportation system requires an evaluation of the interaction and interdependency of
each mode in relationship to others.
Airport, rail and arterial roadways have implications for regional freight mobility. Transit,
pedestrian and bicycle systems form part of larger systems with localized implications for
the movement of people.
Citizens should have a variety of viable transportation choices and the plan focuses on
providing citizens with transportation options and reducing dependency on driving
because:
• The transportation preferences and needs of all people should be respected. All
citizens, including those who cannot or choose not to drive, should have viable
transportation options;
• In the future, increasing numbers of people may not physically or financially be
able to drive;
• All people are pedestrians at some point; and
• Continued dependency on driving may not be sustainable in the future, either
economically and/or environmentally.
Alternatives to driving must be truly viable. All transportation options must be safe,
accessible, convenient and attractive, For instance, people might be more likely to use
public transportation if service is frequent, routes to transit stops are pedestrian friendly
and shops and services are located near stops. Safety is a critical factor:;people will not
choose transportation options they perceive to be unsafe.
Safety is similarly important in the efficient movement of goods since they share road
and rail transportation corridors. System design, direct routes and conflict reduction are
key considerations in establishing a multimodal transportation system which provides
mobility choices, moves people and goods effectively and safely, is coordinated with
land use, maintains or improves air quality, and mitigates impacts to the environment.
3.1 Planning Context
The Transportation Element of the Spokane Valley Comprehensive Plan (SVCS)
establishes the framework for providing a transportation system (facilities and services),
and focuses on actions needed to create and manage the transportation infrastructure
and services.
3.1.1 Growth Management Act
The Growth Management Act (GMA) (RCW 36,70A,020 [3]) "...encourages efficient
multi-modal transportation systems that are based on regional priorities and coordinated
2007 Update
Adopted April 25, 2006 1 Chapter 3—Transportation
City of Spokane Valley Comprehensive Plan
with county and city comprehensive plans." In addition, the actoutlines guidelines for the
preparation of the transportation plan, which is a mandator" element of the
Comprehensive Plan. Specifically, these guidelines (RON 361OA.070 [6]) include:
• The land use assumptions used in the plan;
• Facility and service needs, including:
1. An inventory of existing facilities;
2. Level of service standards for all facilities and services;
3. An action plan for bringing system deficits up to standard;
4. Forecasts of future traffic growth; and
5. Identification of system expansion and transportation system
management needs.
• A financing plan which includes:
1. A comparison of funding needs versus available resources;
2. A six-year financing strategy; and
3. An assessment of how funding deficits will be managed.
• Intergovernmental coordination efforts;
1 A demand management strategy; and
• A concurrency management strategy.
Moreover, the GMA requires that the Spokane Regional Transportation Council (SRTC)
certify the transportation elements of local comprehensive plans. Certification is based
upon conformity with state legislation related to transportation elements, and consistency
of the City's element with the Metropolitan Transportation Plan.
3.1.2 County Wide Planning Policies
Regional transportation planning services are provided by the SRTC, and coordinated by
the Spokane Transit Authority (STA) and local jurisdictions, in accordance with federal
and state planning requirements, and the Countywide Planning Policies for Spokane
County (CWPPs). The CWPPs provide a policy framework for the County and its
respective cities. Adherence to these policies ensures that plans within the County are
consistent with one another. These policies address such issues as the designation of
urban growth areas, land use, affordable housing, provision of urban services for future
development, transportation, and contiguous and orderly development. The following
are specific CVVPPs that relate to the Transportation Element:'
Policy Topic 3— Promotion of Contiguous and Orderly Development and Provision
of Urban Services
Policies
1. Each jurisdiction shall include policies in its comprehensive plan to address how
urban development will be managed to promote efficiency in the use of land and
the provision of urban governmental services and public facilities. The (OMA]
" Note to reader. The following policies are numbered acoarding to the policy number in the CWPPs,
resulting in non-sequential numbering in this document
2007 Update
I Adopted April 25, 2006 2 Chapter 3—Transportation
City of Spokane Valley Comprettensh+e Plan
Steering Committee has accepted a regional minimum level of service standards
for urban governmental services with the exception of police protection within
Urban Growth Areas (LJGAs). Local jurisdictions may choose higher standards.
In its comprehensive plan, each jurisdiction shall include, but not be limited to,
level of service standards for:
a. fire protection; b. _police protection;
c. parks and recreation; d. libraries;
e, public sewer; f. public water;
g. solid waste disposal and recycling; h. transportation; end
i. schools.
3. Each jurisdiction shall include policies in its comprehensive plan to ensure that
obstructions to regional transportation or utility corridors are not created. In
addition, each jurisdiction should include policies in its comprehensive plan to
ensure sustainable growth beyond the 20-year planning horizon.
Policy Topic 6 -Transportation
1. Regional transportation planning shall be conducted by the Spokane Regional
Transportation Council (SRTC). The SRTC shall coordinate with local
jurisdictions and the Spokane Transit Authority (STA) to ensure that the regional
transportation plan and local jurisdiction's land use plans are compatible and
consistent with one another.
4. Comprehensive plans shall include, where applicable, the master plans of
identified major transportation facilities to ensure that they are reasonably
accommodated and compatible with surrounding land uses. Such facilities shall
include, but not be limited to, airports, state highways, railroads and major freight
terminals.
5. Local jurisdictions shall develop and adopt land use plans that have been
coordinated through the Spokane Regional Transportation Council (SRTC) to
ensure that they preserve and enhance the regional transportation system.
These plans may include high-capacity transportation corridors, and shall fulfill
ai
City of Spokane Valley Comprehensive Plan
high-capacity transportation activity centers and urban villages having a land
use pattern of mixed use density and intensities;
c. be incorporated into capital facilities programs to provide a unified approach
for preserving the character and quality of neighborhoods;
d.. be evaluated to identify both interim and ultimate transportation strategies for
each corridor;
e. encourage capital infrastructure investment to facilitate high-capacity
transportation and supporting land uses; and
f. be supported through a public education process.
8. The regional transportation plan and comprehensive plan of each jurisdiction
shall include roads, air and rail service that accommodates the need fpr freight
and goods. movement.
Plans should identify specific routes that are, or could be, subject to available
funding, designed and constructed utilizing a regional standard for heavy truck
traffic to serve the movement of goods from industrial and rural areas to the
market. Future land uses requiring heavy freight movement should be
encouraged to locate along these routes.
9. Recognizing the need to maintain existing rail lines for shipments of
commodities, which reduces the impacts of shipping commodities by roads, local
jurisdictions should protect rail facilities to the extent possible.
10. Each jurisdiction should coordinate its housing and transportation strategies to
support existing, or develop new, public multi-modal transportation systems.
11. Each jurisdiction shall address land use designations and site design
requirements that are supportive of and compatible with public transportation, for
example:
a. pedestrian scale neighborhoods and activity centers;
b. mixed use development: and
c. pedestrian friendly and non-motorized design,
13, Each jurisdiction's transportation facilities shall be planned within the context of
countywide, multi-county and bi-state air, land and water resources and shall not
cause or contribute to exceeding federal or state environmental quality
standards.
14. Each jurisdiction shall strive, through transportation system strategies, to
optimize the use of and maintain existing roads to minimize the construction
costs and impacts associated with roadway facility expansion.
15. In accordance with regional minimum level of service standards specified by the
Steering Committee, each jurisdiction shall establish roadway standards, level of
service standards and methodologies and functional road classification schemes
to ensure consistency throughout the region and to support the use of alternative
transportation modes.
16. Each jurisdiction shall address energy consumptioniconservation by:
a. designing transportation improvements for alternatives to the single-occupant
vehicle;
2007 Update
I Adopted April 25. 2006 4 Chapter 3—Trarrsportatiori
City of Spokane Valley Cornprehenniue Plan
b, locating and adopting design standards for new development to support
pedestrian or non-motorized travel;
c. providing regulatory and financial incentives to promote efforts of the public
and private sector to conserve energy; and
d. reducing the number of vehicle miles traveled and number of vehicle trips.
17. The transportation element of each jurisdiction's comprehensive plan, where
transit service exists, will include level of service standards for transit routes and
services, Each jurisdiction will coordinate the level of service standards with all
adjacent jurisdictions and appropriate agencies.
18. Each jurisdiction shall use its adopted [ever of service standards to evaluate
concurrence for long-range transportation planning, development review and
programming of transportation investments,
20. Transportation elements of comprehensive plans shall reflect the preservation
and maintenance of transportation facilities as a high priority to avoid costly
replacement and to meet public safety objectives in a cost-effective manner.
21. Each jurisdiction, Spokane Regional Transportation Council (SRTC) and other
transportation agencies shall identify significant regional andlor countywide land
acquisition needs for transportation and establish a process for prioritizing and
siting the location of transportation corridors and facilities.
3.1.3 Concurrency and Level of Service
Concurrency as defined in the GMA3 means:
" "local jurisdiction must adopt and enforce ordinances which prohibit
development approval if the development causes the level of service on a
locally owned transportation facility to decline below the standards
adopted in the transportation element of the comprehensive plan, unless
transportation improvements or strategies to accommodate the impacts of
development are made concurrent with development. Those strategies
may include increased public transportation service, ride sharing
programs, demand management, and other transportation system
management strategies. For purposes of this subsection (6) 'concurrent
with development" shall mean that improvements or strategies are in
place at the time of development or that a financial commitment is in
place to complete the improvements or strategies within six years.
(emphasis added)
SFiTC has been appointed by the Spokane County Growth Management Steering
Committee to coordinate the development of regional transportation Concurrency
Management Systems (CMS). Spokane County's CMS consists of regional and local
concurrency reviews as described below.
Regional: SRTC is responsible for monitoring and evaluating the performance of
regional transportation facilities as affected by land use and transportation improvement
decisions, SRTC uses travel times to assess performance of regional transportation
corridors. A review of regional concurrency occurs on an annual basis.
3 ROW 36.70A.O7O(6)
2D07 U pd ate
I Adopted April 25, 2006 5 Chapter 3—Transportation
City of Spokane whey Comprehen€ive Plan
Local: Local jurisdictions are responsible for reviewing' land use proposals within their
jurisdiction and making determinations as to whether concurrency requirements are met
as specified by their ordinance, The state is responsible for establishing performance
standards on all highways of statewide significance, which are not subject to local
concurrency requirements.
Additional discussion of roadway concurrency is included in Section 3.2 below and in
Chapter 4 Capital Facilities.
3.2 Streets & Roadways
3.2.1 Highways of Statewide Significance &Connectivity
Spokane Valley is served by a network of publicly maintained streets and highways
connecting local communities and urban centers in the greater Spokane region.
Interstate 90 runs eastfwest through the city and provides direct linkages from the
Spokane region west to the Seattle/Paget Sound region and east across thecountry.
Spokane Valley also has two 2) state highways, State Route 27 (Pines Road) and State
Route 290 (Trent Avenue)_
SR-27 provides access from Spokane Valley south into southeastern Spokane County
and Whitman County. SR-290 provides Spokane Valley access to the east into areas
around Rathdrums Idaho. Both of the roadways provide important regional access to
Spokane Valley,
3.2.2 Roadway Inventory and Functional Classification
Functional classification is the grouping of highways, roads and streets by the character
of service they provide, and was developed for transportation planning purposes. Basic
to this process is the recognition that individual routes do not serve travel independently.
Rather, most travel involves movement through a network of roads. Comprehensive
transportation planning, an integral part of total economic and social development, uses
functional classification to determine how travel can be channelized within the network in
a logical and efficient manner. Functional classification balances access to adjacent land
and mobility. It defines the part that any particular route should play in serving the flow of
trips through a highway network. The Washington Department of Transportation
IWSDOT) has the primary responsibility for developing and updating the statewide
highway functional classification in rural and urban areas to determine functional usage
of the existing roads and streets, and must cooperate with responsible local officials in
developing and updating the functional classification. The results of the functional
classification are mapped and submitted to FHWA for approval. Once approved, the
map serves as the official record for Federal-aid highways and is the basis for
designation of the National Highway Systern.a
Interstate Freeway; The interstate is a controlled access, multi-lane, high-speed, high-
capacity roadway intended exclusively for motorized traffic. All access is controlled by
interchanges and bridges separating local road crossings. interstate 90 is the only
freeway within the Spokane Valley city limits.
4 23 CFR 470
2007 Update
Adopted April 25, 2045 6 Chapter 3-Transportation
City of Spokane Valley Comprehensive Plan
Principal Arterials: Principal arterials serve the major centers of activity in urbanized
areas and include the highest traffic volume corridors, serve the longest trips and carry a
high proportion of the total urban travel, even though they constitute a relatively small
percentage of the total roadway network.
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The principal arterial system carries most of the trips entering and leaving the urban
area, as well as significant intra-area travel, such as between central business districts
and outlying residential areas. The system also carries important intra-urban and inter-
city bus routes. Service to abutting land is subordinate to travel service to major traffic
movements.'
Minor Arterials: The minor arterial street system interconnects with and augments the
principal arterial system. It accommodates trips of moderate length at a lower level of
travel mobility than principal arterials. This system places more emphasis on land
access than the principal arterial system, Such a facility may carry local bus routes and
provide intra-community continuity, but ideally does not penetrate identifiable
neighborhoods.
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The spacing of minor arterials may vary from one tenth to one half mile (1/10 — 112) in
central business districts, and two (2) to three 3i miles in suburban fringes, but is
normally riot more than one (1) mile in fully developed areas.
5 FH'MA Function.[ClassitCakian Guidelines
2007 Update
Adopted April 25, 2006 7 Chapter 3—Transportation
City of Spokane Valley Comprehensive Pian
Collector Streets: The collector provides both land access and traffic circulation within
residential neighborhoods and commercial and industrial areas. It differs from the
arterial system in that facilities from the collector system may penetrate residential
neighborhoods, distributing trips from arterials through the area to their ultimate
destinations. Conversely, the collector system also collects traffic from local streets in
residential neighborhoods and channels it into the arterial system. In a central business
district or other area of similar development and traffic density, the collector system may
include the entire street grid. The collector street system may also carry local bus
routes. Collectors may be separated into principal and minor designations, or into
industrial or neighborhood classifications,
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Local Access Streets: The local access street system includes all facilities not
designated as either an arterial or collector. It primarily permits direct access to abutting
lands and connections to higher order systems. It offers the lowest level of mobility and
[ usually contains no bus routes. Service to through:—traffic movement is usually
deliberately discouraged.
Table 3.1 Roadway Mileage Summary for Spokane Valley
STATE CITY TOTAL
Functional Class
miles. % miles % miles %
11 Urban Interstate 10,11 2.22% 10.11 2.226
14 Urban Prncipal Arterial 31.4 2.52% 29.37 6,46% 40.63 8,98%
All Principal Arterials 21.51 4,74% 29.37 6,46% 50.94 11.20%
16 Urban Minor Arterial 1.60 0.35% 49.53 13.05% 61.13 13,44%
AN Arterials 23.17 ( 5.10% 6B.90 19.55% 112.07 24.65%
17 Urban Collector 43,81 9.63% 43.81 9,63%
All Cullootors 43.81 9.63% 43.81 9.63%
19 Urban Local Aweess 298,85 65.72% 298.85 65.72%
Ail Local Accoas 298.55 65.72% 298,85 65.72%
TOTAL 23.t7 5.10% 431,56 94.9036 454.73 1M4rr%
Source: Spokane Valley Public Works Department
The procedures for classifying all roads and streets into functional systems are based on
the most logical use of the existing facilities to serve present travel. A "future year"
20D7 Update
[ Adopted April 25, 2006 8 Chapter 3—Transportation
City of Spokane Valley Comprehensive Plan
functional classification plan is based on projected "future year" population, land use and
travel and will include, in addition to existing facilities, such new facilities as will be
needed to serve "future year' land use and travel. Some of this new mileage will consist
of new streets in expanding urban areas. Additional "new streets" may be identified in
cases where adequate standards cannot be provided on the original location, or where
an existing routing is excessively circuitous.
In developing a "future year" classification, consideration has been given to the impact of
foreseeable developments in other modes of transportation including high-speed rail
service and improved air service_ Population estimates for 2025 were made using the
SRTC Visum model. The base for the Spokane Valley "future year" population is the
2000 Decennial Census.
A basic assumption in assigning facilities to logical functional groupings is that higher
order systems should generally serve the longest trips, Only comparatively few miles of
urban streets and highways serve trips of any great length; a somewhat greater mileage
serves trips of moderate length: and a substantial mileage serves comparatively short
trips. Facilities which serve relatively long trips (including trips passing through the urban
area, trips between the suburbs and central city, trips between outlying communities,
and long trips occurring within the central city) are likely to be functioning as arterials and
should be considered for inclusion in the preliminary arterial system. The mileage for the
functional classification is summarized on Table 3.4: The functional classification
system is illustrated on Map 3.1.
3.2.3 Safety
Street design and construction standards should accommodate the characteristics of
vehicles utilizing the roadway, making adequate provision for weight, size and turning
radius requirements. The four Lageneral classes of design vehicles include passenger
cars and light trucks, buses, large trucks and recreational vehicles. Bicycles are to be
considered a design vehicle where bicycle use is allowed on the roadway.
Traffic safety must consider roadway capacity, the type of traffic utilizing the roadway,
terrain, access management, traffic volumes and congestion. Access management
requires the management of access to land development while simultaneously
preserving the flow of traffic on surrounding road systems in terms of safety, capacity
and speed. The capacity of an arterial is often dominated by the capacity of individual
signalized intersections. Intersection design improvements and signalization
modifications should be considered as cost effective alternatives to the addition of
additional travel lanes.
Intersections must be designed to maintain visibility for the safety of motorists, bicyclists
and pedestrians, Particular care is exercised at school crossings and in areas
frequented by the elderly and disabled.
3.2.4 Transportation Systems Management(TSM)
Transportation Systems Management (TSM) focuses on maximizing use of the existing
systems travel capacity. The concept was first originated in the nnid-1970s by the U.S.
Department of Transportation. Since that time, it has been applied in a host of different
ways in cities and metropolitan areas around the country. More recently, the 1991
Intermodal Surface Transportation Efficiency Act ((STEA) expanded the vision of TSM,
introducing the term Congestion Management Systems (CMS).
2007 Update
1 Adopted April 25, 2000 9 Chapter 3 —Transportation
City of Spokane Valley Comprehensive Plan
. TSM options can be grouped into the following categories:
* Geometric Improvements
* Signalization Improvements (including synchronization)
• Access Management
• Capacity Enhancements
• Circulation
3.2A.1 Geometric Improvements
The term Geometric Improvements refers to projects intended to "re-shape the
physical layout of roads. Through reported problems and periodic monitoring,
isolated improvements can be defined which will improve the operation of traffic and
increase safety. Such improvements are under the City's control. While there are
national and state level guidelines, the City's adopted design standards guide the
design of these improvements. Sometimes called Spot Improvements, their low cost
and net increase in efficiency make them particularly popular,
3.2,4,2 Signalization Improvements
Signalization improvements include traffic signal installation or removal, and
operational strategies. To date, the City has relied on other agencies to service its
traffic signals. Spokane County has maintained all signals that were previously
under County control, while the state has operated those on certain state routes,
This has produced a fragmented approach to traffic control.
Traffic along Spokane Valley's major transportation corridors such as Sprague,
Broadway, Argonne/Mullan, and Sullivan would benefit from synchronization and
improvement to signal timing and phasing. The cost of such improvements would
likely be recovered by reduction in delay to drivers. Air quality would also be
enhanced due to fewer unnecessary stops. In addition, transit reliability would
increase as a result of these actions. Map 3.4 shows existing signalized
intersections.
3.2.4.3 Access Management
Acces Managcnent is another means to manage traffic flow efficiency, controlling
intersection and driveway spacing to improve the safety and preserve capacity of
major streets. Traffic conflicts are responsible for a high percentage of roadway
crashes, By reducing the number of driveways and turning movements through
shared access to multiple parcels, and restricting turning movements in congested
areas, the safety and efficiency of the City's streets can be maintained.
Access to adjacent property is one (1) of the major factors influencing functional
classification. The State of Washington requires that access onto state facilities be
granted by permit, and that such access conform to an access management
classification systems Access management may reduce the number of driveways,
the allowable movements or modify existing access points where recurrent problems
have been observed, including those related to safety, traffic flow and maintenance
of roadway capacity.
6 RCW 47.50,WAC 465.51 and 468.52
2007 Update
I Adopted April 25, 2005 10 Chapter 3—Transportation
City of Spokane Valley Comprehensive Plan
3.2.4.4 Capacity Enhancements
Capacity enhancements typically include road widening and/or redesign to assure an
existing road segment operates as efficiently as nearby segments. For example,
where a section of freeway carries more local, shod trips than long distance through
trips; by adding a parallel frontage roads the freeway might operate more efficiently,
Another example might consist of two (2) heavily- used streets being grade-
separated at their intersection point to accommodate flow. Capacity enhancements
typically are higher in cost than other TSM strategies, Funding from outside sources
is limited. Therefore, such projects must be carefully justified.
3.2.4.5 Circulation Enhancements
Circulation improvements typically include establishing local road connections
through a neighborhood or building a new arterial or collector roadway through an
undeveloped area. The purpose is to allow shorter trips for automobiles, as well as
pedestrian or bicycle scale routes to reach collector and arterial streets.
3.2.5 Transportation Demand Management(TDM)
Transportation Demand Management (TOM) is an approach to solving transportation
problems that focuses on reducing the demand for automobile travel rather than
increasing the system capacity (supply) for automobile travel. TOM strategies should be
particularly aimed at reducing the volume of single_ operator vehicles. TDM is a valuable
tool with vesich to address transportation problems because it generally avoids the high
environmental, financial, and human costs associated with capacity-oriented solutions,
such as road construction. The Commute Trip Reduction Program provides TOM
techniques locally.
TDM involves two (2) types of strategies. One el) strategy reduces the demand for
single=-operator vehicles (SOVa), This is accomplished through programs such as;
• Employer-subsidized bus passes and other financial incentives for transit use;
• Infrastructure changes, such as providing safe and convenient bicycle parking
and safe and convenient bikeways from residential to work locations, or
increasing the use of non-motorized modes of transportation;
a Parking management that reduces the amount of easy and inexpensive parking
for employees, provided this does not lead to an unacceptable reduction in
available parking for residents in adjacent areas;
4 Preferential parking for car pools end vanpools;
• Park and Ride facilities convenient to Interstate 90;
• Construction of shelters at transit stops;
• The building of lookers, change rooms, and shower facilities for bicyclists; and
• Ride match services,
The other TOM strategy reduces the overall need for travel by any means. This is
accomplished through programs, such as;
• Flexible work schedules, including four i4 -day work week; and
• Tele-working (using telecommunications and computer technology to work from
home to another location).
2007 Update
Adopted April 25, 2606 '11 Chapter 3—Transporlatior
City of Spokane Valley Comprehensive Plan
Several pieces of legislation have led the City into the realm of TOM. These include the
State GMA, Commute Trip Reduction Act (CTRA), and federal level requirements under
both TEA-21 and Clean Air Act Amendments as reflected in the State Implementation
Plan. The GMA cites the need for a variety of "management actions" including the
requirement that the transportation chapter of each plan include an identifioativri of
system expansion needs and TSM needs to meet current and future demands. The Act
goes on to note:
"After adoption of the Comprehensive Flan ...local jurisdictions must
adopt and enforce ordinances which prohibit development approval if the
development causes the level of service on a transportation facility to
decline below the standards adopted in the transportation element of the
comprehensive plan, unless transportation improvements or strategies to
accommodate the impacts of development are made concurrent with the
development. These strategies may include ...demand management and
other transportation systems management strategies (emphasis added)."
While TDM actions are aimed at reducing travel demand or, at least, shifting it to more
opportune travel times, several focus on consolidating person trips to fewer vehicles.
The City views transit/I-ICT use as key to reducing travel demand over the time horizon
of this plan.
3.2.$.1 Commute Trip Reduction Act
The Commute Trip Reduction Act (CTR) was passed by the State Legislature in
1991_ and revised in 1997. It is also a part of the State Clean Air Act. The intention
of the law is to improve air quality, reduce traffic congestion, and decrease fuel
consumption. It focuses attention on larger employers with the intent of reaching
concentrations of workers who might use shared-ride and non-motorized modes to
travel to and from work. Working from 1992, or employer's survey year data as the
base year, employers are encouraged to reduce SOV use and vehicle miles of travel
(VMT) by 15 percent 15%) in the first two (2) years, 20 percent (20%) in four years,
25 percent (25%1 in six (6) years and 35 percent 135%) in twelve (12.) years.
The City adopted Ordinance 03-0$7 in November of 2003: to address the
requirements of CTR. The ordinance establishes the requirements fur employers
with over 100 employees (effect employers) under CTR.
3.2.6 Roadway Concurrency
Level of service (LOS) is a quantitative standard for the operating eharacterlstics of the
transportation system. The definitions for each level of service and methodologies for
calculating LOS are contained in the Transportation Research Board Special Report
279, Highway Capacity Manual (2000). The GMA requires LOS standards for all
arterials and transit routes and also requires that the standards be coordinated
regionally, GMA does not define the procedure for measuring LOS. Many communities
rely upon Highway Capacity Manual procedures, measuring LOS in terms of vehicle
delay at intersections. This methodology does not account for the impact of mid-block
left-turn lanes, curbs and gutters, sidewalks and other facilities.
2007 Update
I Adopted April 25, 2006 12 Chapter 3-Transportation
City of Spokane Valley Comprehensive Plan
Levels of Service for Roadways are defined below:
[Level of Service Flew Characteristics
A Free flow operations at average travel speeds, usually about 90%of the free_flow speed for
the arterial class, Vehicles are completely unimpeded in their ability to maneuver within the
traffic stream Stopped delay at signalized intersections is mfnIii I.
13 Reasonably unimpeded operations at average travel speeds usually about 70% of the free
flow speed for the arterial :.lass_ The ability to maneuver within the traffic stream Is only
slightly restricted and stopped delays are not bothersome. Drivers are not subjected to
appreciable tension.
C ,tet, .- Stable operations, The ability to change lanes and maneuver in mid-block locations may be
more restricted than In LOS B, and longer queues enddor adverse signal OO.Ordination may
contribute to lower average travel speeds of about 50% of the average free--flow for the
arterial class. Motorists will experience appreciable tension while driving.
p Small increases in flow may cause substantial increases in approach delay and decreases In
arterial speed. Mrs may be due to adverse signal progression, inappropriate signal tirn:ng,
high volumes. or some combinaten of treses. Average travel times are about 40%of free,
flow speeds. l
E Characterized by significant approach de:ays and average travel speeds of ane-third(iial the
Tree--flow speed or lower, cause by adverse signal progression, high signal density.extensive
queuing at critical intersections and inappropriate signal liming or some combination of these.
F
B:=7. Arterial flaw at extremely low speeds below one.-third to one=quarter 1113 114}of free_fIcw
speed. Intersection congestion is likely at critical signalized Dations, with high approach
delays resulting. Adverse progression is frequently a contributor to this ecndldon.
Many of the roadways in Spokane Valley were built as rural facilities. Some have been
improved using rural road design standards to carry higher traffic volumes, but are not
supportive of the character and desires of an urban community.
Therefore, the City will pursue a two_2j-tiered LOS standard:
• Intersections. Intersection LOS is calculated using standard Highway Capacity
Manual (HCM) analysis procedures for the AM CF PM peak hour, whichever is
worse.
• Roadway Segments. Roadway segment LOS will be based on allowable
average daily traffic (ADT) on a roadway segment as a function of roadway
characteristics. The allowable volumes will be developed following completion of
the Comprehensive Plan.
SRTC is tasked in the adopted countywide planning policies with establishing level of
service standards for the regional street network. SRTC establishes travel time
standards in the principal travel corridors. Table 3.2 indicates the corridors within the
City of Spokane Valley for which travel time LOS has been established.
2D07 Update
Adapted April 25, 2006 13 Chapter 3-Transportation
City of Spokane Valley Comprehensive Plan
Table 3.2 SRTC Congestion Management System travel Times 1999
TModel2 2024
Roadway AVr -
From To Average SB hf0 EB 1A6
Sullivan Havana 7:45 8:41
1-90
-
Havana Sulli+ran 9:03 10:48
Sprague 1-90 ' 2:23 2:13
Arg onne)aisnmeniMica
1-90 Upriver Dr 5:59 6:34
SuINvan Argonne 7:00 6:37
Sprague Avenue — •
-
Angonne SruiAve6:45 7:10
University Road Sprague 32nd Ave 3:34 3:46
Sprague 1-90 2:41 2:23
Pines Rodd
1-90 SR 290 2:28 3:1
Sprague 1-90 2:03 1:40
Sullivan Road
1-90 SR 290 4:12 4:25
Upriver Drive Frederick Sullivan 12:48 12:17
Source: Spokane Metropolitan Area Transportation Plan, November"999. Updated 2002.
The Washington State TransportationCommission sets the level of service standards for
highways of statewide significance. The Commission coordinates with SRTC to establish
level of service standards for state routes not on the highways of statewide significance
system.
Table 3.3 Roadways Exceeding 60%of Capacity 2025
Roadway From To Functional V!C Ratio
Class
1-00 SuIliva+ Barker Freeway 0.83
1-9O Havana Carnahan Freeway 0.84
I-90 Sprague Argonne Freeway 0.84
1-90 Broadway Argonne Freeway 0.84
SR 27 Urban Boundary 32nd Ave Collector 0.97
Barker Road Sprague 4111 Ave Minor Arteriel 0.99
Source: SRTC 2025 Forecast 11/2004
The specific levels of service and resulting capital facilities plans are included in the
Capital Facilities Element of this plan. Please refer to the Capital Facilities Element for a
more detailed discussion of level of service, concurrency and the city's transportation
facilities plan.
SRTC has identified roadway segments expected to exceed 80% of volume/capacity
ratio by 2025 (Table 3.3). Planning for additional capacity should be considered when
traffic volumes reach this level.
2007 Update
I Adopted April 25, 2006 14 Chapter 3 —Transportation
City of Spokane Valley Comprehonsrve Plan
The SRTC Metropolitan Transportation Plan notes that intersection deficiencies impede
the flow of traffic, even when sufficient capacity is otherwise available. Table 3.4 shows
intersections expected to exceed GO% of capacity by 2025.
Table 3.4 2025 Intersection Deficiencies Exceeding 9O%of
Capacity
VIC
Roadway Cross Street Functional Mass
Ratio
-90 Sprague Expressway 0.91
I-SO Argonne EU On-ramp 1.01
-g0 Pines ES On-ramp 492
I-90 Pines ES Off-ramp 096
140 >=vergreon FR Gn ramp 09t
I E4 Sullivan EB Off-ramp D1
Sprague University Principal 0.91
B arker Sprague Minor Arterial 1.04
-
S R 27 Belle Terre Collector 1.22
Appreway Park Principal Arterial 0.96
Appieta ay l Thiermsn Principal Menai 1.01
Source' SRTC 2025 Forecast 11'22004
3.21 Land Use & Local Circulation
3.2.7A Land Use.
The transportation system should be adequate to serve existing land uses and
planned to meet future transportation demand. The adequacy of the system to meet
I local circulation needs, as well as regional transportation objectives, will be
determined by existing and future land uses.
The City of Spokane Valley street system is primarily a traditional grid with principal
arterials laid out at approximately one j1) mile intervals, and minor arterials located
approximately midway between principal arterials, Deviations from the grid result
primarily from topographical limitations. Except in these areas, the grid distributes
local residential traffic relatively evenly to the arterial network, although there is more
direct access (properties fronting arterial roadways) than is desirable for the
functional classification, The roadway network in non-residential areas is less well
developed, with little or no segregation cf freight and passenger traffic- As the city
grows, it should be anticipated that conflicts between the two (2) will increase,
In commercial areas, the lack of access management on arterials has reduced
roadway capacity significantly. At intersections in particular, placement of driveways
may limit the effectiveness of design or signalization improvements. Local circulation
2007 Update
j Adapted April 25, 2006 15 Chapter 3--Transportation
City of Spokane Valley Comprehensive Plan
and access along commercial corridors such as Sprague Avenue will be improved
substantially by requiring shared and cross access between commercial properties
as part of redevelopment.
Changes in residential densities will increase the demand for transportation services,
Encouraging higher densities along transit corridors will expand the mode choice,
provided that pedestrian connections are planned appropriately. Safety and
accessibility are primary concerns in providing access to schools and in providing for
the elderly and the disabled.
Expediting the flow of freight traffic and improving intermodal connectivity are
important in creating attractive venues for business and industrial development.
Land use plans should consider strategies for segregating freight movement from
passenger traffic where possible.
3.2.7.2 Neighborhood(Sub-area Circulation Plans:
Much of the future growth within Spokane Valley will occur as infill development or
redevelopment. As neighborhoods make a transition from large lots and a rural
character to smaller lots and higher density, it will be important to ensure connectivity
of local roads and neighborhood collector streets. The purpose of developing
neighborhood circulation plans is to determine the location of future local roads while
the properties are undeveloped or underdeveloped.
3.2.7.3 City Center
Through the public -
participation process, a
`'Preferred Land Use
Alternative' was ,
developed that includes
the development of an 1 -
identifiable city center in I
Spokane Valley. A major -ti �1,
component of the City
Center Alternative is the
development of a grid •"ter °�;
street pattern within the - . -
city center_ As the .44% �•�-
illustration above
indicates, a possible grid
pattern of approximately
300-400 feet would be ideal for the development of a city center.
Pedestrian and bicycle mobility is a vital part of the future City Center transportation
system. Improvements for pedestrians and bicyclists should support increases in
transit services and promote the development of the City Center. As the street
system is developed to better accommodate the needs of pedestrians and bicyclists,
a network of facilities for people on foot and bikes should be established.
Reducing the size of the street grid, improving auto circulation acid creating
pedestrian linkages through larger parcels is critical to establish walking patterns that
reduce dependency on the auto.. As individual sites are designed and developed to
be more pedestrian--friendly and improved pedestrian linkages are provided, the
pedestrian system will handle an increasing share of the trips.
2007 Update
I Adopted April 25, 2006 16 Chapter 3—Transportation
City of Spokane Valley Ccornprehenslve Plan
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On-street parking and wide sidewalks, with street trees and other pedestrian
amenities are important assets in promoting a pleasant shoppingexperience.
Landscaped medians should be incorporated into the 1
roadways adjacent to the City Center to channelize141
andcontrol traffic movements. Block lengths within
the City Center should be relatively short. S4 ' ,rL.:.
Intersections should be landscaped with decorative f/. ,AQ. ., ,
pavement treatment to create a sense of place, `{ '
Special street design standards should be developed 1
for the City Center. Special standards for extra-wide ;i'., 4
sidewalks (12 to 20 feet in width), pedestrian-scale '
street lighting, and additional amenities includingc-,,,, --.7—.44--, lc
benches, trash receptacles and landscaped corner (..:47:17f4, '.
treatment are typically included.
3.27.4 Freight&Goods
Roadways should be designed for the type of traffic they serve. Designation of truck
routes will expedite the flow of commercial traffic in other areas of the City and limit
adverse impacts on residential neighborhoods. In order to prolong pavement life,
minimizing the number of stops and starts along these routes and interconnecting
signals for progressive movement should be considered.
An important consideration in the establishment of truck routes is connectivity with
sources of supply and distribution located outside the City, as well as major freight
terminals and intermodal connections. Map 3.3 identifies truck routes within the City
of Spokane Valley.
The Washington Department of Transportation (WSDOT) classifies state highways,
county roads and city streets according to the tons of freight that are transported
each year. The FGTS identifies the highvays and roadways most heavily used by
trucks and provides factual data to au+port funding for 'rc'ects that im+rove
conditions for freight transportation. The information is undated every two (2) years,
and inclusion of data ma be re uested b the Cit En ineer.
2007 Update
6 Adopted April 25, 2000 17 Chapter 3 Transportation
City of Spokane Valley Comprehensive Plan
The tonnage classifications used for designating the Freight & Goods Transportation
System (FGTS) are as follows:
T-1: More than 10 million tons per year
T-2: 4 million to 10 million tons per year
T-4: 300,000 to 4 million tons per year
T-4: 100.1000 to 300,000 tons per year
T-5: At least 20,000 tons in 60 days
For purposes of this analysis, trucks are defined to include all trucks with twoj
rear--axles (six (6) tiresd) or larger. They also include larger two rear-axle (four
tired) delivery vehicles such as express package delivery vans, bread trucks, or
any commercial vehicle. _Private pickups, vans, or recreational vehicles are not
included, To aid in calculating annual tonnage, trucks are divided into categories, as
shown below:
Single Units - a single vehicle including dump trucks and mixers, regardless of the
number of axles.
Double Units - A two (2)--unit vehicle, normally a truck and trailer, generally with
four (4) to six (6) axles, This category is basically any truck up to 80,000 lbs.; older
double trailers can be included in this category.
Trains - Normally a tractor and twoJj
trailers. Trucks rated from 80,000 lbs. to
105,000 lbs., except gasoline tankers. 1101.
... �
In calculating the approximate freight
tonnage, the following average weights _.
were used:
Singles: 7 tons
Doubles: 27 tons
Trains; 42 tons
Truck routes regulate through truck traffic and do not apply to freight movements with
origination or destination on any roadway. The designation of truck routes is intended to
direct throu•h—truck movements to arterials deli■ned for such traffic and to limit the
adverse impact of such traffic on adiacent land uses. Residential land uses are
particularly sensitive to heavy truck usage_ The designation of freight corridors generally
improves traffic flow and freight mobility.
3.3 Non-Motorized Transportation
The two (2) most popular modes of non-motorized transportation are walking and
bicycling.
Vvalking constitutes the greatest percentage of personal travel. Unfortunately, short trips
(under one (1) mile) are usually not counted in urban travel statistics. Although
important community activities, recreational walking and biking do not play a major role
in satisfying urban travel needs at present. Walking and bicycle ways nevertheless offer
great potential in providing increased accessibility for the full range of citizens. Safety is
one (1) area of concern for pedestrians and cyclists. The WSDOT reports that the vast
2007 Update
Adopted April 25, 2noe 18 Chapter 3—TTansportation
City of Spokane Valley Comprehensive Plan
majority of pedestrians killed or injured are struck while crossing the roadway, most often
at intersections. Nearly half 0112) of all bicycle/automobile accidents occur at
intersections. The state is monitoring pedestrian and bicycle accidents as performance
measures of the service objectives.
3.3.1 Pedestrians
Walking is the oldest and most basic form of human transportation. It requires no fare,
no fuel, no license, and no registration. With the exception of devices to enhance the
mobility of the disabled, walking demands no special equipment. Thus, walking is the
most affordable and accessible of modes.
At the core is the pedestrian. Pedestrians are the catalyst which makes
the essential qualities of communities meaningful. They create the place
and time for casual encounters and the practical integration of diverse
places and people. Without the pedestrian, a community's common
ground, its parks, sidewalks, squares and plazas, become useless
obstructions to the car. Pedestrians are the lost measure of a community,
they set the scale for both the center and edge of our neighborhoods.'
A pedestrian system which includes sidewalks, pathways, trails and crossings should be
safe, accessible and provide direct and convenient connections between home, school,
shopping, services, recreation and transit. A pedestrian environment that includes open
spaces and amenities including benches, shelters, and plantings creates a sense of
place and stimulates walking for recreation as well as transportation.
Creating a pedestrian environment
requires the existence of the physical
infrastructure. When sidewalks are
missing (or obstructed), or crossings are r
difficult, these functional deficiencies
become an impediment to walking. The
pedestrian network must also be
interconnected and there must be !7--H-TO
destinations within walking distance, ' "'`
Finally, the pedestrian environment must " + •
la '. l ' :
be comfortable and attractive. � _A. 1 .
Sidewalks are walkways that parallel a • -::
street or highway within the roadway e.-, • e
border width. The term generally implies
a separated (horizontally andlor vertically) ' .
0,1
and paved surface. Sidewalks in the - ' •'
public right-of-way most commonly border `ll I1
and take the slope of adjacent roadways.
Shared-use paths which permit bicycles may also serve a pedestrian circulation!
transportation function. Where such a route is located in a public right-of-way and
provides a direct pedestrian connection between neighborhoods, residential areas,
schools, employment centers, and other origins and destinations, it must be accessible.
7 Peter Calfharpe. The Next An7errcen Metropolis:Ecology, Community and the American Dream, p. 17. Princeton
Arot ltectural Press, 1993,
2007 Update
Adopted April 25, 2006 19 Chapter 3—Transportation
City of Spokane Valley Comprehensive Plan
Other public pedestrian routes may parallel water or rail transportation corridors or
occupy public rights-of-way in easements. Roadway shoulders may also be used by and
improved for pedestrians. When used for utilitarian circulation purposes (rather than
recreation, for example), pedestrian facilities are considered a transportation mode.
In urban areas, sidewalks predominate; in outlying areas and in the pedestrian
transportation corridors that link them to other destinations, shared-use paths may be
more common.. Because each route provides a uniqueconnection between diverse
origins and destinations, such pedestrian routes, when they occupy the public right-of-
way, must be designed and constructed to be accessible. The Centennial Trail,
exteridinc from the City of Spokane to Coeur d'Alene, ldahe, is such a path. The
Centennial Trail in Spokane Valley extends along the south bank of the Spokane Fiver
from the bridge upstream of the Upriver_Dam to the eastern city limits. The Trail is
discussed in cireater detail in Chapter 9, Parks & Recreation.
3.3.2 Bicycle System
Bicyclists vary in age and expertise. Selecting Roadway Design Treatments to
Accommodate Scyc{es (Federal Highway Administration, 1994) describes the following
categories of bicycle user types A, B, and C below:
• Advanced (experienced) cyclists are generally using their bicycles as they would
a motor vehicle. They are riding for convenience and speed and want direct
access to destinations with a minimum of detour and delay. They are typically
comfortable riding with motor vehicle traffic; however, they need sufficient
operation space on the traveled way or shoulder to eliminate the need for either
them or a passing motor vehicle to shift position.
• Basic (novice) or less confident adult cyclists may also use their bicycles for
transportation purposes, e.g., to get to the store or to visit friends, but prefer to
avoid roads with fast busy motor vehicle traffic unless there is ample roadway
width to allow easy overtaking by faster motor vehicles. Thus, basic riders are
comfortable riding on a neighborhood street and shared use paths and prefer
designated facilities such as bike lanes or wide curb lanes on busier streets.
• Children riding on their own or with their parents, may not travel as fast as their
adult counterparts but still require access to key destinations in their community,
such as schools, convenience stores, and recreational facilities. Residential
streets with low motor vehicle speeds, well-defined bike lanes or shared used
paths can accommodate children without encouraging them to ride in the travel
lane of the busy roadways.
The following terms define different types of bicycle facilities8;
• Shared-use Path: A bikeway physically separated from motorized vehicular
traffic by an open space or barrier and either within the highway right-of-way or
within an independent right-of-way. Shared-use paths may also be used by
pedestrians, skaters, wheelchair users, joggers and other non-motorized users,
• Bike Lanes: A portion of a roadway which has been designated by striping,
signing and pavement markings for the preferential or exclusive use of bicyclists.
Bicycle lanes improve conditions for cyclists of all abilities within a given corridor
The American Association of State Highway and Transportation Officials(AASHTO) Guide for the Development of
Bicycle Facilities and the Washington State Department of Transportation(WSDCT)Bicycle Facilities Dean Pitenzaar
2007 Update
I Adopted April 25, 2006 20 Chapter 3—Transportation
City of Spokane Valley Comprehensive Plan
and encourage increased bicycle use by providing a greater degree of comfort
and perceived safety for less skilled cyclists.
r Wide Curb Lanes are travel lanes nearest the curb having a width that is wider
than the standard. The extra width provides space so that motor vehicles and
bicycles may share the lane.
A wide curb lane will accommodate both bicycles and motor vehicles on arterial streets
and roadways by providing additional operating room, allowing motorists to use the lane
also used by bicyclists, and allowing motor vehicles to pass bicycles without having to
change lanes. A wide curb lane integrates bicycle and vehicle traffic and forces
recognition and awareness on the part of motorists, particularly at intersections.
Map 3.2; at the end of-the chapter, illustrates the Bike/Pedestrian System.
ail4t • f '
1
3.4 Transit
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Spokane Valley is located in the East Planning Region of the STA. The STA currently
provides local bus and express bus to downtown Spokane, as well as paratransit service
within the City of Spokane Valley. In the spring of 2004, a local option election
2007 Update
I Adopted April 25, 2006 21 Chapter 3—Transportation
City of Sppkana Valley Cornpreherssive Plan
authorized an additional three tenths of 1% sales tax far transit, with a sunset clause of
June 2009 The STA currently operates two faPark & Ride facilities within Spokane
Valley: one LL)Iccated at University Road and Appleway Boulevard, and the other on
Indiana Avenue at Mirabeau Parkway. Facilities and routes are shown on the diagram
below.
STA Transit Routes in effect SeFternbcr 200-6January 2007
Sch,dul:c for fixed route, presently v.7,ry from 3 e • '• Y - _ Schedules_(Levels of
Service) for Spokane Valle fixed routes •resent) va between 30 to 66 minutes as shown in
Table 3.4-1 below:
Table 3.4-1 Trareslt Levels of Service Sunday/holiday service is operated
No. Route Name Weeledav Saturday Sunda 8 a.m. to 8 p.m.
31!32 GatlandlTrentllndiana BQ 60 New Years flay
- New Year's FederallState Holiday
72 Liberty Lake Express 30 ' ne; None Observed (Jartua 1.)
73 VTC Escress 30 None Memorial Day
74 Valley Limitej 70 None None Labor Day
Thanksgiving Day
90 Sprague 15 20 30 Chrlstnnas Day
91 Fission 600 60 Christmas Federal/State Holiday
s�F E e Street 30 30 Observed (December 25)
9_5 Millwood 30 50— ryQ A special schedule is in effect for
s linea 3a 60 None — Independence Day 8:OO AM to
aopraximateiy 10:30 p.m. (Service
57 South Valley sa sa after the fire works).
The STA evaluates its s stem on a re+uler basis to consider more direct routinct, better
connectivity and improved travel times W increase ridership.
Paratransit van service is for individuals whose disability prevents them from using the
regular fixed route buses, This means that a •erson must be unable due to a disabilit
to get to or from the bus stop, oet on or off the bus, or successfully travel by bus to or
from the destination. Currently, paratransit service is provided Monday through Saturday
from 6 A.M. to 12 KM.. with service on Sundays and holidays from 8 A.M. to 8 P.M, (last
picky at OO P.M.) throuohlaut.the paratransit service area. All iaaratransit trips must
begin and end within the Public Trans ortation Benefit Area PTRA . Currentl all of the
area within thecorporate limits of the City of Spokane Valley is within the PBTA. This
area also includes Cheney. Ielledical Lake, Airway Heiclhts. '[illwood, Fairchild Air Force
Base, Liberty Lake and the City of Spokane,
STA provides bike racks on all their buses with the exception of the streetcars used on
the Plaza/Arena Shuttle. The racks hold two (2), single-seat, two (21-wheeled, nom
motorized bicycles. Each bicycle can be secured independently.
2007 Update
I Adopted April 25, 2000 22 Chapter 3—Transportation
City of Spokane Valley Comprehensive Plan
° h1n`- rsit Lcve6 E-JsrAel64' ! tif_ 11h ^,t;rated
Nch Road-P-sa+e Weer day suiday 8 :n�, t 8 l .m.
Day
3.4 Ga;land,ce il-ld+ana 36 69 Now Yctixar's Federali t . Ho-Ed:V
44 Liberty L21;e cK ess 3A Wei 14e:10 _ Obs6r1r6, r ISA Liary 1 x
vzo—ExpFess 34 _ Ne+1e NgRe Me nc'ia 1F
42- Va I tiRited 30 Nens lea
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Chrisam s DaY
Mieslon GG ; SID C-hfiC4R=IvnEr.F--
Ser €4"-.51 al a eo 441,eryed-Pe;ef b5
r?s r�rru d ao lata ao - :Gfiedule i
14=1€ie0-2'ndimea--Davi-8., e
i Pipe30 F6 NarE
D7 Sot-1.4418y 30 ..mo o J after the fire works),
,- = _5 - _ _ - _ _ - = s to con a. , _- F
sa ii _ - 'feS-to increase rider&h-i
Paratransit •n son"' _ _ - - - y • - _ -
- ,- __- -._ = - able, due to a �
to e or from the bus-sten got-on or-offtho Ws, or successful
from the dest-irlatich. C- rrantly, pera; _ _=-.* i rh Saturday"
from 6 A.M. to 12 A: -, r - _.._ _- _ - -- '7 frOrrl A,M. to-8-P.M. east
begin and-elm within the P -_- 1-Arco (PTEA).
area within the corp - - s - *- - °I
a a-also inciudcc Chaff, Medical Lake, Airway Heights, Millwood, Fairchild Ai-r Fslee
STA provides bike racks on-a k their buoes wit-h-t-h-v-c oeption at tha s,treetoe-rs-used or,
, y w - __ _ u - -ntly.
The STA-is eurrcrltly cvcluating-lightt rail transit (k-R- - • - e e - -
LRT is a form of iao lie transportati n hat operatca h.- _ «
t.
.+ -! o in be poh erg Ie6tr4G-1 f of F1 Eli h(I
• . -R MetrcrI)olitan Transportation Plan provides
for a Hi•h Ca•acit Transiortation HCT to be develc•ed in the future that would
extend from the City of Spokane's Central Business District through Spokane Valley to
Liberty Lake.
"Hioh-capacity transportation system" means a system of public transportation services
within an urbanized region operating principally on exclusive rights of way, and the
sue•crtin u services and facilities necessa to in-i ement such a § stern, including
interim express services and high occucanc vehicle. lanes, which taken as a whole,
provides a substantially higher level of •assen•er ca•acit . s+eed and service
fre•uen than traditional uublic transmutation s stems ceratin• •rine iall in 'enerall
ur ose roadways. RCN 81.164.015f 1
2007 Update
I Adopted April 25,2006 23 Chapter 3-Transportation
City of Spokane Valley Comprehensive Plan
from ea - - - = _ 'one and reighloorhar4 . Th nrp des-i
developr- t
in many citicc, faro, arc comparablc to buy--service and trap :rs b t roor� the two aro
free. Trains 3ce scheduled to match customer land. y. - . , r- - - - -
frcquen' dcportures dig epoicArEciute h._ t- _- _ _°- . e
stations is coordinated with the train, arrivals,
The i iticl ply a the Spck3ne Rcr crtal LRT rr ;ect is 15.6 ii & d connecic
•- - Tho future route begins at the STA Plaza and the
downtown alignment runs less than a mile along Riverside Avenue. The Convention
Center and the Spokane Intermodal Center are within walking distance to the nearest
station. East of Downtown, the alignment shares approximately sic_ miles of existing
railroad right-al-way (BNSF and UPRR) to Dishman Mica Road. From Dishman Mica
Road the alignment is along the existing Appleway Boulevard right- of -was tc Tsehiriev
Road. Appleway Boulevard is improved up to University Road where unimproved right-
of--way exists to Tschir[ey Road. Portions of the Appteway right--of--way east of
University Road are not widths that will be required to accommodate both the future HOT
facilities and planned improvements by the City_
It will would serve the Riverpoint Higher Education Center and the Fairgrounds. The
route continues eastward €er- l i ^t n n m,i es along Appleway Boulevard to the
through Spokane V illcy to the City of Liberty Lake,
DICT Stations and Preliminary Alignment through Spokane Valley
2007 Update
I Adopted April 25, 2006 24 Chapter 3—Transportation
City of Spokane Valley Comprehensive Pian
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r P 7 A
J �Ifaf
The dent of an LRT station' - ° I _'t : ode kl w > g+SQiucl" -1kVt2 to
+. . ge ----- a r., .T- -. . -- . -t ti. e
o & is opportunities-; if aopraved, the long range success of HCT will
depend on redevelopment of commercial corridors and location of higher density
housing in close proximity to transit routes.
There are new park and ride facitities proposed within Spokane Valley at the
Fairgrounds, Argonne, Pines, Sullivan and the Applewayfl-90 interchange. They range
in size from 50 to 200 spaces. The Appleway Park and Ride could eventually be
expanded to accommodate up to 1,004 cars. Future LRT extensions In:.lude 7-
con noction we&t4e4hw Spokane' Intcrnatln.,.-.t Airport tl es-Fal}s are", a connCc ore to
North Spokane using the North Spokane Ce -and a connection _cot into Idaho to
the City-ef Coeur d°Alone..
Proposed -altorrt.t _ - - ___ rt= L. : lion to $557 million in 200E
',r - -- - -- _,unity's prcfcrre= - •-.'. - - 2 _ c`'- _ - . ''''H °1
cnginccri-Rg ^sign may take sevcrol years, No el - . -cd for
.-,I ntat° - -- - - t - _- t , If approved, the long
range 14sccss of thin pro cct viill depend on rod- = - -` - -_ " e. -
location of Wt.= - - _ °- - - • - °_ _ 7 _- -
't . 't
vehicles. CRT vehicle ' --- - - - - - . - -- ° , Feet,,
2007 Update
I Adopted April 25, 2005 25 Chapter 3 -Transportation
City of Spokane Valley Comprehensive Plan
, _ _ - z--t-1Spokane and to three
.-. _ '1- i.? 4 - - -- - - -, - - - -- ,-- - tkhc first pha_c.
3.5 Aviation
Spokane International Airport. the Airport Business Park, and Felts Field Airport are
owned by the city and county of Spokane, and are operated and maintained by the
Spokane Airport Board. Felts Field Airport's history traces back more than 85 years
with its beginning as a landing field in a park area next to the Spokane River in the
Spokane Valley. The airport's heritage includes the original site of the Washington Air
National Guard.
In the 1930's and 1940's, Felts Field served as Spokane's municipal airport with
scheduled airline service from the airport terminal. That building, along with others at
the airport is now on the National Register of Historic Places.
All but approximately 10 acres of the 410-acre Felts Field is located in the City of
Spokane. Ten acres are located within the City of Spokane Valley. The airport is
located at the North end of Fancher Road in the western Spokane Valley, and is now an
active General Aviation airport with 320 based aircraft and more than 72,000 annual
aircraft operations.
2007 Update
Adopted April 25, 2005 26 Chapter 3—Transportation
City of Spokane Valley Comprehens°ve?Pan
Information for the combined Spokane Airport System is summarized in the table below:
Table 3.5 SpokaneAirports Data
qi,-Ghas o 47 - � -0-2094
[Total-Rosser x, �2 1r 6,49%7,910088 177-3fi,n7 ,
,Faassen.04 158,265 111,6171 - 5,083/41j_.1 :2;47-. 0 e65,626j
Bepl ed-Rasse F ger-S J 155,007.; _ 1'16.617: 4.84% I B8;9411 671 7 4;
Qt xso, - -az,.41-- 0:21[..... .. 7.02 ,?-2.44.8:6 05-1 i4
ITeta-7r-eiaht 1 4-1x5 A.f3c-4 0.45%L_2$; ] 28,267.1o,6a°1
F _,.
1.729.1 1,717.5 -1 95°,, 9 65
F ee tl D 2,355.0 248:4 0.71%]I 3 1624 16,171A '4111-.141
LT9ta1-Ma11 If S2.5 626,8 119.25%e 3:90'071a, -1,181,3 -6.79%
I ail-fir 1 464 ' :1: 42 1,6135 1r. 1,670.�a' $97-
ria 1 249:40 ...12,,7 L. 4444%1 2,26'17 fl• 2 I -9,41-1-9,4'
Tatar ape€ati s r 6,954 I t 9 j mon L Ea,aa-a 4064
A1rCa eFOperrAons 3,644 34381 -1-t1 % 4 2,634l
Vir—T-644-Ciparations 1,773 2.033 E.---i ii ,Qair------ E---1,778241
IIIt.nerant-General Aviation - 1� _ 2.332 117$ °lob i 4L 85I -E
4-1
LoGak ever, 1-A ti-e #.262 3#-6[3!0 8 61-5 6840 ,r7�
_ - -
- 4,
dila„ ratios L..�__., i_�._ ia� 1r'4.37%E 71-31 -2601-Id°
ks.o€'Se-pt e Q F dex an-aa=air+ u,-wh ai-is- aad as 11__:_ __i., ________ i
9 `,-mail-a sari po der} e
3/4 YTD YTD
Dec-05 Dec-45 Ghanno, 2046 2005 Chance
Total Passnnaors 283.478 278,886, 1.47% 0 0.84%
s
Enplaned Passengers 141:288 140147 0.81 600 P
I
Dep&aped Passengers 141.:.79] 138.839NMI= s
Total Cargo ru.S Tons) 4,913.20 5.9113:50 -11199% 57,369.30 57 623.00 -O 44%
Total Freight 4 r 49,947.50 50,459 "
Freight On ' 657.20 21 738 00
Off 2,921,30 236800 1.65% 29 080.30 28.691.
Total P 7.164.04
Pr -14.483/4
Mail Off .6 527 -95.65°16 4.825.90 4,245.00 16.04%
ToLal Operations 7,036 6.588 6.60%
Alt Caerier Operations 3.315 3.5.99 -7-83% 39.539 42 001 Z.04%
Operations 1.467 1.520 78,44% 19,417 19.580 -D.B3%
Itinerant General Aviation 1,010 659 17,50% 19 41g 16.959 2.43%,
Laced - M 159.56% 15 Me 16.,019 3.19
Military a.: 1,947 32.62%
As of Septembe-2001 FedEx bean carrying nFail,whi .h i5 reported as freight,
Frei
Source= Spokane Rupp. Undated February 5,2007
2007 Update
Adopted April 25, 2C05 27 Chapter 3-Transportation
City of Spokane Valley Comprehensive Plan
Felts Field is classified as a reliever airport in the Washington State Aviation System
Plan. The airport is located adjacent to the city boundary; a portion of the southeast
corner lies within Spokane Valley city limits. Felts Field has 361 based aircraft, including
289 single-engine aircraft and 24 multi-engine piston-powered aircraft, Annual general
aviation operations totaled 29,000 in 2002,
Airport facilities and affiliated properties support the local economy through a variety of
activities. For example, a recent study estimated that the average general aviation trip
generates approximately $700 in food, lodging and entertainment spending. According
to the 2001 WSDOT Aviation Forecast and Economic Analysis study, the airport
generated about 250 jobs with an annual payroll of$4,5 million, and $16.5 million in total
annual sales output.
Felts Field has two (2) runways, Runway 31121R and Runway 3R121 L. Information
about each runway is shown in Table 3.6.
Table 3.6. Runway Attributes
SL/21R 3R121i~
Length 4,540 3.1159
Width 150 75
Eieuatiar 1,952.9 1,946.5
Surface concrete asphalt
Runway 3L has runway end indicator lights, visual approach slope indicators (VAST)
providing vertical guidance, and VOR or GPS and NDE non-precision approaches,
Runway 21R is equipped with VASI's, as well as a medium intensity approach lighting
system with runway alignment indicator lights (MALSR), which, in conjunction with an
instrument landing system, provides a CAT i precision approach to this runway end. The
MALSR is pilot controlled when the tower is not in operation. There is a published non-
precision approach to Runway 311/21L rather than a specific runway end.
The Felts Field Airport Master Plan, adopted in October 2005, is a 20-year needs
assessment providing recommendations for improvements. The major
recommendations of the master plan include construction of new taxiways, new
development to the north along the river, and an extension of 550'to the main runway in
the next 15 years to accommodate larger aircraft.
The master plan also provides recommendations for the seaplane base located on the
river adjacent to Felts Field. It is the only one hof its kind in Eastern Washington. The
water landing is 6,000' long and 100' wide and accommodates approximately 450
landings annually. The Felts Field Master Plan calls for expansion of the airport's
seaplane facilities over the next 20 years, including construction of an additional dock,
upgrades to existing docks, and improvements to the ramp.
Map 3.5 Airport Hazards identifies regulated airspace pursuant to the Felts Field Airport
Master Plan and X14 CFR Part 77 Subchapter E Objects affecting Navigable Airspace
and RCW 36.70A.510 RCW 36.70.547.within which structures exceeding specified
heights and incompatible land uses may represent a threat to airport operations and the
safe operation of aircraft utilizing Felts Field. Map 3.6 Land Use Compatibility identifies
2007 Update
Adopted April 25. 2006 28 Chapter 3—Transportation
City of Spokane Malley Comprehensive Plan
areas where restrictions on incompatible land use serve to protect persons and property
adjacent to the airport.
Washington State Railways
3.6 Rail --
36.1 Freight ���--+•�- - -�---- _..- ,- - -�-- t• �--a
r' i
'*- ... �► ----------• ' i �°s"
Freight rail service is . ., d .ktt , –^ f"`'� """4 �4
provided by Burlington � i -- ,
Northern Santa Fe _-."!__ ..,}i ce__ , �_ "+` ,, } _-�
hj
BLASE) and Union Pacific "T
Railroad (UPRR). BNSF -f t1 - - A 71-
- 4 i
services an east-west � ' � .. t "`-, LPs'__ _L --?
route from Chicago to �' l- l
Seattle and Portland. The , --- '- - - ,-'' - r“ _
UPRR provides service to _.. I• - " - .
Canada, the Yakima -- - -; - ' ; ,. , ,
wt
Valley and Portland. ,... e s �; IL -y
_------__-_, -' L. l .,:'
3.6 Bridging the `.-; WASHINIGTO N STATE
Valley ' ..,!= .r. ..:.4.. RAIL SYSTEM
V
The Bridging the Valley
I (BTV) project is a community-initiated project to explore the creation of one (1) common
railroad corridor from which BNSF and UPRR would operate between Spokane,
Washington and Athol, Idaho, This 42 mile corridor presently has 72 railroad crossings
(46 in Washington) with over 494 trains in operation per week. Growth in train traffic is
forecast to increase annually by 3.4% over the next 20 years. Traffic accidents, traffic
congestion from roadway closures, increased carbon monoxide emissions in the serious
non-attainment area and noise significantly affect the economy, health, safety and
general welfare of the public in Spokane and Kootenai Counties, and therefore._ the
Inland Northwest.
The BTV project would eliminate
SPOKANE VALLEY AREA RAILROAD NE11NOlf
approximately 51 at-grade crossings
through closure (35 in Washington), and y io5en�aa ,
9H.Tits
relocation of the Union Pacific Railroad l! - i
AL-n
mainline into the Burlington Northern i _- ''
Santa Fe Railway corridor, The ; . «"'
9remaining twenty-one (21) crossings are m '
either currently grade separated (five Ii+na���"��`��
•Spam Cenral
existing grade separations in 6.aresa Crb,lirit 72At•gradn
y Cnassln le
Washington) or would be grade Tr i Reseal Praiees ca
separated (six in Washington) as part of '° '1‘e4"., Pores
this project. This approach would Poi men.
concentrate public investment into eight Falls 0.A/erreI,,O k >
railroad grade separations within 1+6
Washington State into oneI)_corridor to 7
cross two (2) railroads rather than ' /04,0,
spread out public investment into 61 onrri
railroad crossings spread across 87 —Erelleg10eriurOlemSor.L Fefle d . 1nhepa leI,5u'ih�lK7
—LIAM Pacific Iia ad hICAEYeln 501YYi Fe Rd
2007 Update
I Adapted April 25, 2006 29 Chapter 3–Transportation
City of Spokane Valley Comprehensive Plain
miles of railroad track. With an estimated total project cost of$252 million in 2001 dollars
($185 million in Washington 187 million in Idaho), the Benefit/Cost ratio of 1:4 indicates
that the project makes economic sense and has benefits far exceeding its cost to the
public ($80 million in net present value).
Ultimately, by 200 this project will create a triple track railroad corridor with a
completely grade-separated roadway system. Both railway and roadway systems will be
able to operate more efficiently
and effectively throughout the Table 31 Bridging the Valley HHSF Crossing Proposal
corridor, The public can expect Current Proposed
a significantly safer Havana At Grade Grade Separated
transportation system with less
congestion and delay, as well Park At Grade Grade Separated
as an environment with less Vista At Grade Close
carbon monoxide and Argonne Grade Separated Modify Grade Separation
substantially less noise pollution University At Grade Close
from train whistle blowing at the
35 at-grade crossings that Pines At Grade Grade Separated
currently exist in Washington. Evergreen Al Grade Close
A summary of the crossings Sullivan Grade Separated Modify Grade Separation
within the City of Spokane Flora At Grade close
Valley affected by this project Barker At Grade Grade Separated
are shown Table 3,7. wellesle+ Grade Separated Remove Grade separation
3.6.3 Passenger Rail
Passenger rail service is provided daily by the Amtrak Empire Builder with service to
Seattle and Portland to the west and Chicago and Minneapolis to the east, as shown in
the graphic below.
L srlpibtJilder { , •
•
Wolf Pae7t.MF
5wda,WA ' • 'Soo lino,WA
Frga•kiU '
i +
Ppatlanti,OR ■
ACnnwpons-ft,P3iJI,1,44
■
Empire Builder Route
ammo.
.-
3.7 Pipelines
Pipelines are an integral part of the overall transportation picture. A number of pipelines
are located within Spokane County and the metropolitan area. Yellowstone Pipeline
Company (operated by Conoco/Phillips) maintains a high pressure petroleum pipeline
and intermodal facilities located within Spokane Valley. Williams Pipeline and Pacific
2007 Update
I Adopted April 25,2006 30 Chapter 3 - Transportation
City of Spokane Valley Comprehertis'rve Plan
Gas & Electric transmission natural gas pipelines are located within the unincorporated
area of Spokane County. (See Map 6.1').
3.8 Multirodallintermodal Transportation
The CWPPs, Policy Topic 5, Policy 3 states that "alternative modes of transportation to
the automobile, including public transportation, pedestrian facilities, bikeways and air
and rail facilities" shall be included in the regional transportation plan.
"Multimodal transportation planning focuses on system choices, and adapts a
cdreraeric, non-mode specific approach to defining and evaluating transportation
problems. it then attempts to provide an unbiased estimate of each mode's
contribution, singly or in combination, to solve the problem. lntermodal
transportation planning, on the other hand, examines the policy and service
interactions between modes, focusing on ensuring ease of movement for both
people and goods when transferring from one (1) mode to anotherr'.
1. Multi-modal Tran spertaticn:
a, Market preferences for low density residential dement results in
increased amounts of auto-dependency, oarticulari suburban areas
with a large number of commuters. The lack of trans °rtation eyetern
connectivit in man residential areas often obviates alternative
transportation options available to individuals includin. walking bi cle
and public transit. This is. articulare the case where the lack of
infrastructure for such alternatives is limited or non-existent.
b. Public transit depends on ridership to remain a viable option since
&sterns depend on revenues generated b fares. Lo density
development and access limitations impede the attractiveness of transit in
many suburban areasboth for the individual and the service provider,
Bus transit utilizes the same street s stern utilized b automobiles, and
the location of transit stops is an important consideration in evaluating
mobility within the street network, oartioulariy on two ne roads
without bus pull-outs. HCT overcomes the adverse impact on the
roadway system where located within a dedicated richt-of-way.
c. Bicycles also utilize the street network, although bicycle access can be
sus alemented with trails and shared patl°iwa s. Both bic cle routes and
pedestrian ways should be separated from roadways designed for head
commercial traffic as a safet measure. Regulations which prohibit
Parking in bic. civ e lanes is necessary to maintain the functionality of a
bicycle system,
d. Pedestrian mcbilit depends on the availabilit of well-maintained
sidewalks andfor linked trails to destinations such as schools,
em■lo merit and shoe Pin*. The utilit of both pedestrian wa a and
bic ole routes ma be compromised b inclement weather, particularly in
areas of snow accumulation. Distance from schools shop ging and
em.lo ment aain is a sipnificant factor in the effectiveness of the
pedestrian network, as are pedestrian comfort and perception of safety.
4 SEE CHAPTER 6-UTILITIES
Technical Assistance Report, MULTIUIODAL TRANSPORTATION PLANNING IN VIRGINIA:, PAST PRACTICES
AND NEW OPPORTUNITIES, Stephen C. Brick and Lester A. Hoel.
2037 Update
Adopted April 25, 2006 31 Chapter 3--Transportation
City of Spokane Valley Comprehensive Plan
e. Truck acceleration and movement differs significantly from that of
passenger cars and light trucks using the roadway. Truck
acceleration/deceleration isenerall slower articularl iin hill terrain
and turning movements re•uire additional sgace. It is advisable to
segregate freight movement on the roadways from commuter routes on
arterials with numerous stops or those without carefully synchronized
signals. Trucks are usually the only alternative for the local delivery of
commodities, and unlike passenger vehicles. are especially dependent on
intermodal facilities such as air.orts rail hubs or .i.eline terminals.
Adequate roadway access tie these modes of freight transportation is a
key consideration in improving overall realobjiye
f. 'Rail and i pelines a erste within dedicated ri hts-ofe a Both modes
are best suited to the movement of large quantities of particular types of
grads_ They necessarily rely on efficient linkages with other modes to
may local deliveries. They generally represent conflict with other modes
of transportation at the point of intersection, such as iarx the case with et-
grade railroad crossings. These conflicts can occasionally cause serious
issues of both mobility and safety.
. Aviation relies on successful and efficient links with other modes of
transiortation serving both gassers*er traffic and freight movement. The
nature of aviation is such that flight corridors have significant effects on
adjacent land uses and the transportation serving those uses.
2. Inter€nadal Transportation
The importance of the various types of intermodal transportation depends to a
high degree on the service required and the land uses served. and the length of
trips involved.
a. In residential areas a choice of mode favoring the individual is of 'rester
importance. Transportation system choices for individuals will depend on
the relative convenience, access and pricing of the alternatives. Public
policy may seek to change the relative value of individual choices. They
could do this by various means, including public improvement, offering
financialiron-financial incentives, or adopting regulations.
i. Public Improvements. Improved pedestrian access to transit
corridors, shopping and schools makes walking and public
transportation more attractive to individuals using those facilities.
Planning for higher density land uses adjacent to transit corridors
increases the likelihood of larger numbers of people using these mode
alternatives. Similarly, bus shelters and similar amenities which
increase individual comfort and convenience will encourage additional
utilization of alternative modes of transportation.
ii. Incentives. The Commuter Trip Reduction (CTR) program
encourages car and van-pooling through corporate sponsorship.
Additional incentives include telecommuting, company sponsored bus
passes , and flexible work scheduling, which allows workers to avoid
peak traffic periods,. Where High Occupancy Vehicle (HOV) lanes
are in place, vehicles with at least two (2) occupants benefit from
reduced travel time.
2007 Update
I Adopted April 25, 2006 . 32 Chapter 3 —Transportation
City or-Spokane Valley Comprehensive PIarr
Regulation. Local governments adopt regulations which have the
affect of encouraging alternative modes of transportation.
b. Decisions concerning the triing of freight movements are determined
almost exclusively by the needs of suppliers and markets, but competitive
pricing is probably the most significant factor in mode choice. "Just in
time delivery has replaced warehousing in most commodity markets,
where delay is a cost factor. _ ._ _o
relate to-tT_he efficiency of intermodal connections, loosely defined as
that point where two (21 or more modes of transportation come together
e.g. roadways connecting airports, railroad loading facilities and freight
terminals, pipelines and terminal facilities,; depend more on tha
availability and adequacy of infrastructure and inkaoes,
i. Through freight traffic should be segregated from origination?
destination traffic to improve flow,
ii. Siinalization on roadwa s should be s nchrcnized for commercial
trucks to limit stooping and starting.
iiii.. Infrastructure in commercial and industrial areas should be desk
to facilitate freitht movement including wide radii at intersections.
iv. For goods moving on dedicated rig hts-of-wa ° reducing or elirninatini
points of conflict with other modes will facilitate mobility,
2007 Update
I Adopted April 25, 2006 33 Chapter 3 -Transportation
City of Spokane Valley Comprehensive Plan
3.9 Citizen Participation
The City conducted a citizen survey in the spring of 2004 to solicit community opinion on
several general and other more specific transportation issues. The survey was a
telephone survey conducted by Clearwater Research and was a statistically valid survey
contacting over 400 households within the City of Spokane Valley.
The majority of survey respondents (92%) traveled less than fifteen minutes to work and
nine cut of ten drove to work. A _
majority of the respondents (69%) 100%
believed that the construction of ine spraguerAppiewey ■n=393
the Sprague/Appleway Couplet 80% , Couplet has been a
had been a useful transportation useful improvement to thp.
improvement and shouldnot be i° °veraB roadway sy tern. 44%
returned to two_-way traffic. 40%
The graph right indicates
responses rating the statement 20%
ragordemplimil'
"SpraguelAppleway Couplet has 0%
been a useful improvement to Strongly 5°rno-what Neutral Sum@what Strong
overall roadway system.' I disagree disagree agree agree
Further, 69% of the respondents
indicated either strong support Cr somewhat supported extending Appleway Boulevard
east beyond its current terminus at University Road, Although 56% of the respondents
indicated that they either strongly or somewhat supported the extension of the Couplet to
Evergreen Road, another 35% were either strongly or somewhat opposed to this
proposition.
Surveyors also asked citizens about
the priority level for making major 100%
streets friendlier for pedestrians and o should making the streets •n=399
bicyclists. Forty-four percent of the $w#° friendlier lar pedesErtans and
bicyclists a low.medium,or
respondents said that the City 60% high priority for the City? -
should make this a high priority, T.T 44%
while 22% stated that this should be 40%
a low priority for the City as
indicated in the graph right. 20% I I I I
At the eight community workshops
that were conducted during the Lew priority Medium priority High priority
spring and fall of 2004, an informal
survey was taken which was based on the survey discussed above. The results from
this informal survey generally supported the results of the statistically valid survey
conducted by the Clearwater Research.
The Spokane Valley Planning Commission held five public hearings in June, July and
September 2005, The Spokane Valley City Council held eight public hearings on the
Comprehensive Plan, concluding their deliberations on April 25, 2006.
2007 Update
I Adopted April 25, 2006 34 Chapter 3--Transportation
City of Spokane Valley Comprehensive Plan
3.10 Goals and Policies
Streets and Roadways Goals & Policies
Goal
TG-1 Establish appropriate design standards for transportation facilities.
Policies
TP-1.1 Street design should provide for connectivity between residential
neighborhoods and collectors, Discourage cut-through traffic.
TP-t.2 Develop access management standards for each functional classification
of roadway. Work to consolidate or remove existing access points when
a roadway does not meet appropriate standards,
Goal
TG-2 Ensure that roadway systems are designed to preserve and are
consistent with community character.
Policies
TP-2.1 Street design should complement adjacent development,
TP-2.2 Discourage private roads as a principal means of access to
developments. Private roads should be designed and constructed to
public street standards.
TP-2,3 Encourage landscaping, street lighting and beautification in the design
standards for local access streets, collectors and arterials.
TP-2.4 Ensure that the Aooleway Boulevard r qht of way is the minimum tivioith
necessa to accommodate future street and the re,ional high casacit'
transit projects.
Goal
T_-3 improve local circulation and emergency access consistent with
community character and safety.
Policies
TP-RI As funding allows, bring unimproved and rural cross sections up to
adopted street standards.
TP-3.2 As funding allows, make intersection improvements and increase storage
capacity where appropriate.
Goal
TG-4 Minimize the negative impact from transportation systems on the
natural environment, air quality, noise levels and fuel consumption.
Policies
TP-4.7 Restrict high-speed traffic from residential neighborhoods and utilize
traffic calming strategies to reduce vehicular speeds where appropriate.
2007 Update
I Adopted April 25, 2005 35 Chapter 3—Transportation
City of Spokane Dailey Comprehensive Flan
TP-4.2 Complete local traffic circulation plans for areas experiencing new
development.
2D07 Update
I Adopted April 25, 2006 36 Chapter —Transport tion
City of Spokane Valley Comprehensive Plan
Transportation System Management (TSM) Goals & Policies
Goal
TG-5 Extend the functional life of the existing transportation system and
increase Its safe and efficient operation through the application of
TSM strategies.
Policies
TP-5A Implement traffic signal synchronization projects as the primary
component of a TSM program. As funding permits, monitoring of traffic
operation should be carried out to assure efficient timing of traffic signals.
TP-5.2 Use Access Management measures, such as placing restrictions on left
turns across major arterial streets to reduce accident rates and extend
capacity of major arterials.
Transportation Demand Management (TDM) Goals & Policies
Goal
TG-6 Encourage all Commute Trip Reduction affected and voluntary
employers in Spokane Valley to achieve the CTR Act travel
reduction goals.
Policies
TP-6.1 Encourage car- and van-pooling, telecommuting, flexible work schedules
and other strategies identified in the CTR to reduce overall travel
demand.
Freight& Goods Goals & Policies
Goal
TG-7 Provide for safe and efficient freight mobility.
Policies
TP-7.1 Discourage development of low-density residential development in close
proximity to designated freight corridors and intermodal freight facilities,
TP-7.2 Designate appropriate truck routes in the City of Spokane Valley.
TP-7.3 Design designated freight corridors to improve traffic flow and freight
mobility.
Goal
TG-8 Adapt street and roadway design and facilities to manage traffic
demand, address the need for freight movement, resolve traffic
conflicts, and complement Land use and urban features.
Policies
TP-8,1 Use the city's transportation system and infrastructure to support desired
land uses and development patterns.
TP-6.2 Allow for variety of services within neighborhoods that are convenient to
and meet the needs of neighborhood residents, decreasing the need for
driving.
2007 Update
I Adopted April 25, 2006 37 Chapter 3-Transportation
City of Spokane Valley Comprehensive Plan
Non-Motorized Transportation Goals & Policies
Goal
TG-9 Enhance community livability and transportation by encouraging a
connected system of pedestrian and bicycle ways that is integrated
into a coordinated regional network.
Policies
TP-9.1 Encourage non-motorized improvements which minimize the need for
residents to use motorized modes by providing: 1) access to activity
centers; 2) linkage to transit, park & ride lots and school bus routes. and
3) designating a network of streets that can safely and efficiently
accommodate bicycles and coordinate development of the non-motorized
system with surrounding jurisdictions and regional system extensions.
TP-9.2 Provide sidewalks on both sides of all arterial streets as funding allows.
TP-9.3 Incorporate pedestrian and bicycle features as design elements in the
City Center.
TP-9.4 Work with other agencies, particularly relating to regionally significant
facilities to pursue funding for pedestrian and bicycle facilities.
TP-9.5 Ensure that sidewalks, shared use paths and bike lanes are safe, clearly
marked and well maintained.
TP-9.6 Include bicycle facilities where practical along arterial roadways.
TP-9.7 Include convenient and secure bicycle parking at major destinations and
transportation centers.
TP-9.8 Include pedestrian friendly facilities such as sidewalks in city street
reconstruction and improvement projects, and require pedestrian friendly
facilities such as sidewalks in all new development.
TP-9.9 Reduce obstructions and conflicts between bicycle/pedestrian facilities
and vehicular transportation routes.
TP-9.10 Develop street, pedestrian path and bike path standards that contribute to
a system of fully connected routes.
Transit Goals & Policies
Goals
TG-10 Support the provision of a safe, efficient and cost-effective public
transportation system.
TG-11 Encourage land uses that will support a high-capacity transportation
system.
Policies
TP 11. 1 Ensure that street standards, land uses and building placement support
the facilities and services needed along transit routes to make transit
viable.
2007 Update
I Adopted April 25, 2006 38 Chapter 3—Transportation
Cite of Spokane Valley Corr prehersive Plan
TP-11.2 Work with STA to ensure that transit shelters, bus benches and other
amenities that support transit use are provided in appropriate locations for
users of the system.
TP-19.3 Support the continued planning and development of a high-capacity
transit system.
TP-11.4 Work with STA in planning and developing bus pull-out bays on the far
side of intersections.
TP-11.5 Neighborhood businesses areas should be served by transit consistent
with the Transportation Element.
TP-11.6 Ensure the Aopleway Boulevard ripil of wear is.the minimum necessary to
accommodate future street and high cap=acity transit improvements,
Aviation Goals & Policies
Goal
TG-12 Support the expansion of general aviation and freight uses at Felts
Field in accordance with the approved Airport Master Pian.
Policies
TP-12.1 Encourage the full development and utilization of airport properties at
Felts Field.
TP-12.2 Encourage commercial, educational and logistical support industry in
close proximity to the airport.
Goal
TG-13 Encourage land use and development compatible with airport uses
and regulated airspace.
Policies
TP-13.1 Enforce regulations protecting airspace from encroachment.
TP-13.2 Discourage incompatible land uses and residential densities adjacent to
the airport.
Rail Goals & Policies
Goal
TG-14 Support and encourage the continued viability of the passenger and
freight rail system in the region.
Policies
TP-14.1 Participate with other jurisdictions to facilitate safe and efficient rail
systems.
TP-14.2 Support the "Bridging the Valley" project to reduce the number of at-grade
railroad crossings in the City of Spokane Valley and to reduce the
adverse noise impact on adjacent properties of railroad operations,
TP-14.3 Discourage incompatible land uses and residential densities along rail
corridors.
2007 Update
Adopted April 25, 2006 39 Chapter 3—Transoortatic�r
City of Spokane Valley Comprehensive Plan
Pipeline Goals & Policies
Goal
TG-15 Cooperate with pipeline operators to maintain safe operating
conditions at intermodal facilities and along pipeline easements.
Policies
TP-15.1 Establish guidelines for the developmentlredevelopment of properties
adjacent to pipeline corridors.
TP-15.2 Develop regulations governing the use, handling and transportation of
pipeline products,
TP-15.3 Evaluate the need for designation of hazardous cargo routes associated
with pipeline products as well as other hazardous materials,
TP-15.4 Include provisions in the Hazard Mitigation Fan fur mitigation of and
response to product leakage, spillage and explosion.
IntermodalfMuiti-modal Goals & Policies
Goal
TG-16 Encourage improved intermodal connections to facilitate freight
movements in and between strategic commercial and industrial
locations, and to provide mode choice for citizens and businesses.
Policies
TP-16.1 Remove obstructions and conflicts between roadway corridors and
bicycleipedestrianftransit modes.
TP-16.2 Encourage freight intensive operations to locate along designated truck
routes and intermodal terminals.
TP-16.3 Evaluate the need for public improvements, incentives and regulation to
increase intermodal fluidity.
2007 Update
I Adopted April 25, 2006 40 Chapter 3—Transportation
City of Spokane Valley Comprehensive Plan
CHAPTER 4 -- CAPITAL FACILITIES AND PUBLIC SERVICES
4.0 introduction
The Growth Management Act (GMA) requires new development to be directed to areas
that either currently have adequate public facilities and services, or to areas where
facilities and services can be delivered within the 20-year time frame of the Spokane
Valley Comprehensive Plan (SVCP). Facilities and services that are required for new
development must be adequate and available at adopted levels of service (LOS).
Locally established LOSs help to define and contribute to Spokane Valley's quality of
life.
4.1 PlanningContext
This section provides a review of the policy directives included in the State's Growth
Management Act (GMA) end the Countywide Planning Policies relating to capital
facilities planning.
4.1.1 Growth Management Act
The GMA refers to capital facilities planning in two of the 13 statewide planning goals.
The two relevant goals are:
• Urban Growth. Encourage development in urban areas where adequate public
facilities and services exist or can be provided in an efficient manner.
• Public facilities and services. Ensure that those public facilities and services
necessary to support development shall be adequate to serve the development
at the time the development is available for occupancy and use without
decreasing current service levels below locally established minimum standards.
More specifically, the GMA mandates that the City prepare a capital facilities plan which
contains the following components:
• An inventory of existing facilities owned by public entities, showing the
locations and capacities of the facilities,
• A forecast of the future needs for such facilities.
• The proposed locations and capacities of expanded or new faci;ities.
• At least a six-year financing plan that will finance such facilities and
clearly identify sources of public money for such purposes.
• A requirement to reassess the Land Use chapter if probable funding falls
short.
4.1,2 Countywide Planning Policies
The Countywide Planning Policies (CWPP), originally adopted in 1994, contain a
number of goals and policies regarding capital facilities and the provision of urban
services, Those CWPP relevant to capital facilities planning are as follows:
Note to reader: The follawin# 'elides are numbered accordin+ to the relic
number in the CWFPs, resulting in non-sequential numbering in this dopumerrt.
1 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Ccmprehensive Plan
Policy Topic f .-Urban Growth Areas (UGAs)
Urban Growth Area Designation Process for New Incorporated Cities:
1, The Steering Committee of Elected Officials will assign new incorporated cities an
interim population allocation based on the Office of Financial Management
population forecasts and previous allocations to the farmer unincorporated area.
2. The new city will conduct a land capacity analysis using the Land Quantity
Methodology adopted by the Steering Committee,
a. The city will first determine land capacity inside its limits and then will examine
the capacity of unincorporated UGAs adjoining the jurisdiction's boundary.
3. The new city will develop the Urban Growth Area proposal as part of its
comprehensive planning process.
a. The proposed UGA shall be presented to the Steering Committee at a public
meeting. The new city must justify its UGA proposal, showing how the interim
population allocation will be accommodated.
b. The city must show how the area will be providing a full range of urban services
within the 20-year time frame of the comprehensive plan.
c. All Urban Growth Areas lying adjacent to the new city should be analyzed and
either proposed as the jurisdiction's UGA, a Joint Planning Area (JPA), or
proposed to be removed from the UGA and converted to rural land.
d. The city will show its work by presenting its land capacity analysis, urban service
analysis and other information as appropriate.
4. The Steering Committee will conduct a public hearing on the population allocation
and the Urban Growth Area endear the (or Joint Planning Area) proposal, The
Steering Committee will vote on the proposal and will forward a recommendation to
the Board of County Commissioners via minutes from the public hearing.
5. The Board of County Commissioners may conduct a public hearing on the proposed
Urban Growth Area; and/or the proposed Joint Planning Area, and population
allocation, After the hearing, the Board will approve and adopt, modify or return the
proposal to the city for revision and/or adoption.
a. The new city shall include the approved or modified UGA acid/or the JPA in its
comprehensive plan.
b. The new LGA or JPA will become an amendment to the Spokane County
Comprehensive Plan by incorporation.
es
1--1J r-! GAS)
Policies
1, Urban Growth should be located first in areas already characterized by urban
growth that have existing public facility and service capacities to serve such
development, and second in areas already characterized by urban growth that will
be served by a combination of both existing public facilities and services and any
additional needed public facilities and services that are provided by either public or
private sources. Further, it is appropriate that urban government services be
provided by cities, and urban government services should not be provided in rural
areas.
Urban Growth Areas (UGAs) include all lands within existing cities, including cities
in rural areas.
2 Adopted April 25, 2006
2007 Update Chapter 4-Capital Facilities
City of Spokane Wiley Comprehensive Plan
2:_ The determination and proposal of an Urban Growth Area (UGA) outside existing
incorporated limits shall be based on a jurisdiction's ability to provide urban
governmental services at the minimum level of service specified by the Steering
Committee. Jurisdictions may establish higher level of service standards in their
respective comprehensive plans.
5. Each jurisdiction shall submit proposed interim and final Urban Growth Area (UGA)
boundaries to the Steering Committee, including:
a. justification in the form of its land capacity analysis and the ability to provide
urban governmental services and public facilities;
b. the amount of population growth which could be accommodated and the
analytical basis by which this growth figure was derived; and
c. how much unincorporated land is required to accommodate growth, including
maps indicating the additional areas.
8. Each municipality must document its ability to provide urban governmental
services within its existing city limits prior to the designation of an Urban Growth
Area (UGA) designation outside of existing city Limits, To propose an Urban
Growth Area (UGA) designation outside of their existing city limits, municipalities
must provide a full range of urban governmental services based on each
municipality's capital facilities element of their Comprehensive Plan.
11. Each jurisdiction's comprehensive plan shall, at a minimum, demonstrate the ability
to provide necessary domestic water, sanitary sewer and transportation
improvements concurrent with development. Small municipalities (those with a
population of 1,000 or less) may utilize approved interim ground disposal methods
inside of Urban Growth Areas (UGAs) until such time as fall sanitary sewer
services can be made available. Each jurisdiction should consider long-term
service and maintenance requirements when delineating Urban Growth Areas
(UGAs) and making future land use decisions.
1 12, Within Urban Growth Areas (UGAs), new developments should be responsible for
infrastructure improvements attributable to those developments.
18. Extension of urban governmental services outside of Urban Growth Areas (UGAs)
should only be provided to maintain existing levels of service in existing urban like
areas or for health and safety reasons, provided that such extensions are not an
inducement to growth.
Policy Topic 2—Joint Planning within Urban Growth Areas
Policies
1 1_ The joint planning process should:
a. Include all jurisdictions adjacent to the Urban Growth Area and Special
Purpose Districts that will be affected by the eventual transference of
governmental services.
3 Adopted April 28, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
b, Recognize that Urban Growth Areas are potential annexation areas for cities.
c. Ensure a smooth transition of services amongst existing municipalities and
emerging communities,
d. Ensure the ability to expand urban governmental services and avoid land use
barriers to expansion; and
e. Resolve issues regarding how zoning, subdivision and other land use
approvals in designated joint planning areas will be coordinated.
2. Joint planning may be accomplished pursuant to an interlocal agreement entered
into between and/or among jurisdictions andfor special purpose districts.
Policy Topic 3 — Promotion of Contiguous and Orderly Development and Provision
of Urban Services
Policies
9 Each jurisdiction shall include policies in its comprehensive plan to address how
urban development will be managed to promote efficiency in the use of land and
the provision of urban governmental services and public facilities. The Steering
Committee shall specify regional minimum level of service standards (see Table
4.1) for urban governmental services with the exception of police protection within
Urban Growth Areas (UGAs). Local jurisdictions may choose higher standards. In
its comprehensive plan, each jurisdiction shall include, but not be limited to, level of
service standards for.
a. fire protection; b. police protection;
c.parks and libraries d. libraries;
e. public sewer; f. public water;
g. solid waste disposal and recycling; h, transportation;
i. schools.
Table 4.1 Regional Level of Service Standards
FACILITYLEVEL OF SERVICE STANDARDjLOS)
OomestIc Water supply - Minimum Levels of Service for storage capacity and flow shall be
consistent with the Washington Slats Department of Health requirements and the Spokane County
Coordinated Water System Plan requirements(where applicable).
System. Design — Minimum Levels of Service for pipe suing, flow rate, and systematic grid
Domestic Water development shall be consistent with the Washington State Department of Health requirements
and the Coordinated Water System Plan requirements(where applicable).
Fire Flow—Fire Row rate and duration as well as ire hydrant specifications and spacing shall be
consistent with local fire authority requirements or the Fire Code,which ever is more stringent,
Incorporated areas w'll be provided with wastewater collection and transport systems in
accordance with the adopted sewer concurrency requirements of the jurisdiction, Unincorporated
urban growth areas will be provided with wastewater collection and transport systems in
accordance with the requirements for sewer concurrency as set forth In Spokane County's
Development Regulations. Collection systems and transport systems will be desgned for peak
Sanitary Sewer flow conditions so That overflows, backups, and discharges from the system do not occur under
normal operating. situations. Specific design criteria shall conform to the requirrarnerrts cf the
Washington State Department of Ecology arid local regulations. Wastewater collection and
transport systems wit convey wastewater to centralized wastewater treatment facilities.
Centralized wastewater treatman: and effluent disposal facilities will be planned, destned. and
4 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
FACILITY LEVEL OF SERVICE STANDAf D(LC35}
constructed to provide effluent that does not adversely impact the quality of surface or ground
water of the State of Washington. Planning and design for wastewater treatment and effluent
disposal facilities will be based on 20 year projections of popuiatk n growth and gent water
quality criteria as established by the Washington State fepertment of Ecology.
(Centralized wastewater treatment facifrttee shall be a part of a sewage systerrr pwrre[/aa operated
by a oily, town, municipal oorporetiorr, count}', political subdivision of the state or other approver/
ownership consisting of a co/lea/en system end necessary trunks,pumping facilities end means of
final treatment end drspasaf and approved or under permit from the WasharQtcn State Oapartrnant
of Ecology.)
Transportation Maintain travel corridor time as established b S•okane RRe•Eona'Trans•ortatfon CourGil_
Flooding of property outside designated drainage-ways, de-facto drainage-ways,easements,fbood
zones or other approved drainage facilities, during the design precipitation or runoff event
prescribed in the standards of the governing local agency or jurisdiction, shall be prevented within
the reasonable probability afforded by such standards. Impact to buildings and accessory
Stara-water structures shall be avoided to the maximum extent practicable by evaluating the effects of a 100-
, year rain event, and Implementing rrveasJres to ensure that the runoff attendant to such event is
elrected away from such buildings and accessory structures. Any sternrneater discharge to surface
or ground waters must meet federal, state and local requirements for water quality treatment,
etcrmwater runoff and infiltration_
Each jurisdiction shall specify in its Comprehensive Plan a level of police protection that addresses
Law Enforcement
the safety of its citizens.
Libraries Each jurisdiction will specify its own level of service.
Barks Each jurisdiction will specify its own level of service..
Solid was processing will meet Federal and State regulations, including maintaining any required
Solid Waste facilities licenses.
Each jurisdiction within the non-atlainment area shall develop and use a street cleaning plan,
coordinating with Spokane County Air Pollution Control Authority (SCAPCA) as :he oversight
agency, to meet mandated Particulate Matter dust standards, Each jurisdiction's street cleaning
plan will describe the programs and methods to be used to reduce particulate matter emisa,ans
from paved surfaces. Each plan shall address but not he limited to the following. 1) Skeet
Street Cleaning sweeping frequency and technology to be employed. 2) Factors for determining when and where
to initiate street sweeping fallowing a sanding event,with the goals of expeditious remove! when
safety and mobility requirements have been Sails-fled. 3) Sanding reduction goo'. 4) sanding
materials specifications to be employed.5) Locations, application rates and circumitarices for use
of chemical de-icers and other sanding alternatives. 6) identification of priority roadways (over
15,000 average daily traffic count).
Jurisdictions within the Public Transit Benefit Area (FTDA) shall have policies consistent with the
Public Transit
level of service adopted by the Spokane Transit Authority Board of Directors.
Urban areas jurisdictions in excess of 5,000 population, or enure a population of 5,O0f persons is I
achieved, shall be served by Fire District with at toast a(Washuigtan Survey and Rating Bureau of
insurance Services Cure)Class 6 Insurance Rating or better. For the purposes of Gh1A minimum
Levels cf Saralee,Class 6 or better shall be based on the ISO Grading Schedule for municipal Fre
protection, 1974 edition,as amended,by using the Bre district,fire service communication,and fire
safety control portions of the grading schedule, The total deficiency points identified in these
Fire and Emergency portions of the ISO or Washington Survey and Rating Bureau schedule shall riot exceed tax
Services points. All jurisdi;.fions, regardless of size,shall ensure that new development has a Fire Flow and
hydrant placement per the International Fire Code adopted by that jurisdiction. Urban areas Frust
be within 5 road miles of an operating fire station that provides service with a'Class K pumper,
unless structures are equipped with Bre sprinkler(s)that are rated in accordance with the edition of
the International Fire Code adopted by the jurisdiction, and is located within 5 road miles of an
operating fire station that provides service with a Class A"" rated pumper. Urban areas shall be
served by a state certified basic lite support(BLS) agency, Urban areas should be served by an
5 Adopted April 25, 2006
2007 Update Chapter 4 Capital Facilities
City of Spokane Valley Comprehensive Flan
FACILITY LEVEL OF SERVICE STANDARD(LOS)
operating basic life saving unit within 5 mites; and en operating advanced life support unit within 6
miles cr 14 minutes response time for those jurisdictions with urban areas in excess of 5,044 in
papulation; and basic life support and advanced lire support transport service.
Public Schools To be determined b+N,individual school district CFP.
2. Each jurisdiction and other providers of public services should use compatible
information technologies to monitor demand for urban governmental and regional
services and the efficiency of planning and services delivery.
3, Each jurisdiction shall include policies in its comprehensive plan to ensure that
obstructions to regional transportation or utility corridors are riot created. In
addition, each jurisdiction should include policies in its comprehensive plan to
ensure sustainable growth beyond the 20-year planning horizon.
7. Each jurisdiction's comprehensive plan shall include, at a minimum, the following
policies to address adequate fire protection.
a Limit growth to areas served by a fire protection district or within the
corporate limits of a city providing its own fire department.
b. Commercial and residential subdivisions and developments and
residential planned unit developments shall include the provision for road
access adequate for residents, fire department or district ingress/egress
and water supply for fire protection.
c. Development in forested areas must provide defensible space between
structure and adjacent fuels and require that fire-rated roofing materials
be used.
9. Wellhead protection plans should be coordinated with water purveyors and
implemented by local jurisdictions. The Steering Committee shall pursue
strategies for regional (to include Idaho jurisdictions) water resource management,
which sustain projected growth rates and protect the environment.
10. Each jurisdiction shall include provisions in its comprehensive plan for the
distribution of essential public facilities.
13. Each jurisdiction shall plan for growth within Urban Growth Areas (UGAs) which
uses land efficiency, adds certainty to capital facilities planning and allows timely
and coordinated extension of urban governmental services, public facilities and
utilities for new development. Each jurisdiction shall identify intermediate growth
areas (six to ten year increments) within its Urban Growth Area (UGA) or establish
policies which direct growth consistent with land use and capital facility plans.
Policy Topic 9 —Fiscal Impacts
Policies
1, Each jurisdiction shall identify, within the capital facilities element of its
comprehensive plan, capital resources that will be available to accommodate the
additional development which is anticipated within Urban Growth Areas (UGAs).
6 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
4.2 Essential Public Facilities
The City of Spokane Valley is required to plan for essential public facilities (EPFs)
pursuant to GNMA. Spokane County adopted through the CWPPs "Growth Management
Essential Public Facilities Technical Committee Report' in 1996, which set forth a model
project review process for the siting of EPFs. All jurisdictions within the County are
required to provide a mechanism in the Comprehensive Plan to utilize the model project
review process either verbatim or as a model.
More recently, the Washington State Legislature passed two laws addressing siting of
EPFs. 1n June 2001 the state enacted ESSR 6151, and in March 2002 the state enacted
ESSB 6594. These laws require counties and cities fully planning under GMA to include
a process in their Comprehensive Plans to provide for the siting of Secure Community
Transition Facilities (SCTFs).
A"secure community transition facility" (SCTF) is the statutory name for a less restrictive
alternative residential facility program operated or contracted by the Department of
Social and Health Services. As stated in ROW 71.09.020, "...a secure community
transition facility has supervision and security, and either provides or ensures the
provision of sex offender treatment services." The program offers 24-hour intensive
staffing and line-of-sight supervision by trained escorts when residents leave the facility.
A less restrictive alternative (LRA) placement is defined in the state law as a living
arrangement that is less restrictive than total confinement.
in response to these new state laws, planning staff from all jurisdictions in Spokane
County formed a task farce to cooperatively develop a regional siting process for all
essential public facilities, including SCTFs. The Essential Public Facilities Task Force,
with assistance from the Washington State Office of Community Development (OCD),
the Department of Social and Health Services (DSFIS), and technical staff from the
jurisdictions developed a regional siting process for essential public facilities titled
Spokane County Regional Siting Process for ,Esserafla' Public Faculties. Table 4.a2
below lists EPFs that are either wholly or partically of located within the City.
The regional process provides for a review process with a location analysis. Public
involvement takes place throughout the process with public comment periods as well as
public hearings. The review process requires the applicant for an EPF to assume
responsibility for the bulk of the analysis and processing of the proposal, The analysis
includes two parts. First, an analysis of functional criteria of all potential sites is
conducted to select the highest-ranking ten (10) semi-finalist sites. Second, these ten
semi-finalist sites are analyzed using more qualitative criteria and resulting in selection
of at least three (3) preferred sites. Both analyses include public comment periods.
Next, the Board of County Commissioners (BoCC) conducts a public hearing on the
Preferred Site List to allow for further public comment, identify strategies to address any
issues associated with particular sites, and rank the finalist sites, The BoCC ranking is
advisory to but not binding on the applicant. Last, the applicant, after selecting a specific
site, will work directly with a local jurisdiction and its regulatory requirements to permit
construction and operation of the EPF.
7 Adopted April 25, 2006
2007 Update Chapter 4 —Capital Facilities
City of Spokane Valley Comprehensive Plan
The regional Siting process is based on a coordinated inter jurisdictional approach,
which in combination with consistent development regulations among the jurisdictions
will implement the requirement of equitable distribution of EPF of a statewide or
regional/countywide nature,
Table 4.2 inventory of Essential Public Facilities
Significance Category Name Address
Statewide Regional Transportation Facilities interstate 90 NIA
Statewide Regional Transportation Facilities Centennial Trail NIA
Pence-Cole Valley
Regional Regional Transportation Facilities Park & Ride and 414 S. University
Transit?Transfer Center
Regional Regional Transportation Facilities Pines Rea /I 90 Park & E. Montgomery,
Bide Pines Road & 190
STA Maintenance
r Regional Regional Transportation Facilities Bowdish (Fleck Service 123 S. Bowdish
Center)
Regional Regional Transportation Facilities SR-27 (Pines Road) N/A
Regional Regional Transportation Facilities SR-290 (Trent Avenue) NIA
Solid Waste, Wastewater &Water Valley Recycling-
Regional Facilities Transfer 3941 N. Sullivan
Regional Social Service Facilities Malley Hospital & 12606 E. Mission
Medical Center
4.3 Goals and Policies
The following goals and policies are consistent with the goals and policies of the GMA
and the Countywide Planning Policies, The City of Spokane Valley will implement the
goals and policies for services provided by the City. Special purpose districts, such as
water, school, and fire, are encouraged to irnplernent the goals and policies that are
under their control. Spokane Valley intends to coordinate with special purpose districts
when they adopt and amend their own system plans and capital improvement programs.
General
Goal
CFG-1 Provide facilities and services that the City can most effectively
deliver, and contract or franchise for those facilities and services
that the City determines can best be provided by a special district,
other jurisdiction, or the private sector.
Policies
CFP-1.1 Review plans of service providers within Spokane Valley to determine
consistency with the SVCP.
S Adopted April 25, 2006
2007 Update Chapter 4-Capital Facilities
City of Spokane Valley Comprehensive Plan
CFP-1 2 The City should seek a balance between the quality and cost of providing
public facilities and services,
CFP-?.3 Optimize the use of existing public facilities and promote orderly compact
urban growth.
CFP-1.4 Coordinate the construction of public infrastructure with private
development to minimize costs whenever practicable and feasible.
Capital Facilities Planning and Level of Service
Goal
CFF-2 Adopt and implement a Capital Facilities Plan to ensure public
facilities and services meet Level of Service Standards.
Policies
CFP 2.1 Facilities and services shall meet the following minimum Level of Service
standards:
Table 4.3 Spokane'Vall r Level of Se rice Standards
f=acility or Service Level of Service Standard
Domestic Water Meet the minimum Regional LOS
Sewer .....Public sewer requiredfor new development
LOS D for Signalized Intersections
Transportation LOS E for Un-signalized Intersections
Starmwater Meet the minimum Regional LOS*
1 Law Enforcement No minimum LOS adopted
Parks 1.92 acres per 1000 residents
Libraries Library District to set LOS
Solid Waste Meet the minimum Regional LOS*
Street Cleaning Meet the minimum Regional LOS*
Public Transit Meet the minimum Regional LOS*
Fire and EMS Meet the minimum Regional LOS'
Public Schools School Districts to set LOS
*See Page 4 for Regional LOS standards
CFP-2.2 Update the City's, Capital Facilities Plan annually to ensure that services
and facilities are provided efficiently and effectively and to help establish
budget priorities.
9 Adopted April 25, 2066
2007 Update Chapter 4-Capital Facilities
Oily of Spokane Valley Comprehensive Plan
CFP-2.3 Planned expenditures for capital improvements shall not exceed
estimated revenues.
CFP-2,4 If adopted level of service standards cannot be maintained, the City shall
increase funding, reduce level of service standards or reassess the Land
Use Element_
Public Safety - Fire and Police
Goal
CFG-3 Provide police protection efficiently and cost effectively to Spokane
Valley residents. Coordinate with fire districts to ensure adequate
fire protection and emergency services for Spokane Valley citizens,
Policies
CFP-3.1 Encourage inter jurisdictional cooperation among law enforcement
agencies and fire districts to further develop, where practical, shared
service and facility use.
CFP-3.2 Develop a comprehensive emergency management plan that meets the
needs of the City and coordinates with regional emergency planning
efforts.
CFP-3.3 Require adequate emergency vehicle road access and water
supply/pressure for new development within the city.
CFP-3.4 Encourage property owners to create a defensible space between
structures and adjacent fuels and require that fire rated roofing materials
are used on buildings in forested areas.
Water and Sewer
Goal
CFG-4 Plans for water and sewer service should be consistent with the
sVGP_
Policies
CFP-4.1 Review water and sewer plans to determine consistency with anticipated
population growth, future land uses, comprehensive plan land use
policies and development regulations.
CFP-4.2 Coordinate sewer planning with appropriate jurisdictions far consistefey
with the SVCP.
CFP-4.3 Support continued planning for domestic water needs in partnership with
water purveyors, the Joint Aquifer Board, Washington State Department
of Health and the Washington State Department of Ecology,
10 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley CDrnpreheriskve Plan
CFP-4.4 Encourage public and private efforts to conserve water.
CFP-4.5 Discourage new, private domestic wells within the Spokane Valley City
limits,
CFP-4.6 New development must connect to public sewer and water.
Solid Waste
Goal
CF—5-5 Promote the reduction, re-use and recycling of solid waste.
Policies
CFP-51 Establish a City Hall recycling program to present a positive example of
civic and environmental responsibility.
CFP-5.2 Participate in updates to the Spokane County Comprehensive Solid
Waste Management plan and support its implementation.
Stormwater
Goal
CFG-6 Ensure the provision of stormwater facilities and related
management programs that protect surface and groundwater
quality, prevent chronic flooding from stormwater, maintain natural
stream hydrology and protect aquatic resources.
Policies
CFP-6.f Require stormwater management systems for new development.
CFP-6.2 Create and implement a stormwater management plan to reduce impacts
from urban runoff.
CFP-6.3 Best management practices should be utilized to treat stormwater runoff
prior to absorption of runoff into the ground.
CFP-6.4 New development should include the multiple uses of facilities, such as
the integration of stormwater facilities with recreation and/or open space
areas, when possible.
CFP-6.5 Encourage the use of alternatives to impervious surfaces.
11 Adopted April 25, 2006
2D07 Update Chapter 4— Capital Facilities
City of Spokane Valley Comprehensive Plan
Library Service
Goal
CFG-7 Promote efficient andcost effective library service to Spokane
Valley residents.
Policies
CFP-7.1 Encourage continued free, reciprocal library services among all libraries
within the Spokane region.
CFP-7.2 Land use regulations should allow siting of library facilities in locations
convenient to residential areas.
CFP-7.3 Work collaboratively with the Spokane County Library District to develop
long-range library plans consistent with the Comprehensive Plan.
Schools
Goal
CFG-$ School sites and facilities should meet the education needs of
Spokane Valley citizens.
Policies
CFP-8.1 Develop land use designations that allow new schools where they will
best serve the community.
CFP-8.2 Consider the adequacy of school facilities when reviewing new residential
development,
CFP-a3 Assist school districts in them planning processes.
Concurrency
Goal
CFG-9 New development shall be served with adequate facilities and
services at the time of development, or within the time frame
consistent with state law.
Policies
CFP-9.1 Implement a concurrency management system for transportation, water
and sewer facilities.
12 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
Financing Growth
Goal
CFG-1 D Consider a variety of revenue sources and funding mechanisms
including, but not limited to, impact fees.
Policies
CFP-1O.1 Identify and pursue sources of revenue for financing public facilities.
Essential Public Facilities
Goal
CFG-11 Collaborate with all Spokane County jurisdictions in determining the
best locations for public and private essential public facilities.
Policies
CFP-I1.? Follow the process for siting essential public facilities as set forth in the
Spokane County Regional Siting Process for Essential Public Facilities.
13 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
4.4 Capital Facilities Plan
4,4,1 Introduction
The Capital Facilities Plan (CFP) provides an analysis of the facilities and services
required to support the future land use and growth projected in the Comprehensive Pian_
The CFP includes a six year capital projects and a financing plan for facilities provided
by the City. The finance plan identifies specific revenue sources that the City reasonably
anticipates will be available in the year the project is scheduled to be constructed. The
CFP includes Level of Service (LOS) standards for each public facility or service and
requires that new development be served by adequate facilities.
The purpose of the CFP is to use sound fiscal policies to provide adequate public
facilities consistent with the land use element and concurrent with, or prior to, the
impacts of development.
4.4.2 Growth Assumption
On November 30, 2004, the Spokane County Board of Commissioners approved
Spokane Valley's requested population allocation of 20,666 people. The allocation is the
amount of people the City can accommodate within its current boundary, Spokane
Valley considers this an "interim" allocation until wastewater treatment capacity issues
are resolved, Because Spokane Valley did not request an allocation outside of its City
limits, facilities required to serve Urban Growth Areas adjacent to the City are not
analyzed in this plan. These areas are under the jurisdiction of Spokane County;
therefore, capital facilities planning activities within UGAs will continue to be the
County's responsibility.
The following population data is used for capital facilities planning purposes:
Table 4.4 Po•u lat lc n Pro re ct i o n
Year 2006 2012 2025
Population 85,010 92,243 105,676
4.4.3 Level of Service
Cities are often defined by the quality of facilities and services that are provided to its
residents. Good road, sewer and water infrastructure are typical criteria used by
businesses considering relocation. Park and recreation facilities are increasingly used to
judge the quality of a City, Businesses want to locate where they can attract the best
employees, and quality of life issues are often the deciding factor for a person to move to
a new area.
Level of service standards are quantifiable measures, such as acres of parks per 1000
people, or the amount of time it takes to travel a road segment during peak morning and
14 Adopted April 25, 2008
2007 Update Chapter 4-Capital Facilities
City of Spokane Valley Cornpreheisive Plan
afternoon "rush hours," the higher the level of service the higher the cost. This element
establishes levels of service which will be used to evaluate the adequacy and future cost
of urban facilities and services.
4.4.4 Concurrency
The Growth Management Act introduces the concept of concurrency, which requires
new development to be served with adequate urban services at the time of development,
or within a specified time thereafter. The GMA allows six years for necessary
transportation improvements to be constructed as long as a financial commitment is
made at the time of development. The GMA strongly encourages concurrency for water
and sewer, and it is good public policy to require the same.
4.4.5 Financing Facilities and Services
The City is limited in its ability to finance all desired capital facility projects. Options must
be available for addressing funding shortfalls or decisions must be made to lower levels
of service for public facilities. In deciding how to address a particular shortfall, The City
will need to balance current needs versus future growth requirements; existing
deficiencies versus future expansions. Capital facilities plans must be balanced. When
funding shortfalls occur, the following options should be considered
a. Increase revenues,
b. decrease level of service standards,
c, decrease the cost of the service cr facility,
d. decrease the demand for the service or facility,
e. or some combination of the above.
The following table presents possible financial resources available to the City for capital
projects.
Table 4.5 Funding Resources
Funding Category Funding Source
General Fund (Sales Tax, fees, property tax, utility tax, etc )
Current Revenues Real Estate Excise Tax (BEET)
impact Fees
Non-voted General Obligation
Bonds Voted General Obligation
Revenue (payable from a particular utility or enterprise)
Local Improvement District(Assessment Bonds)
Surface Transportation Program
Bridge Replacement Funds
Federal Grants Congestion Mitigation and Air Quality Improvement Program (CMAQ)
Land and Water Conservation Fund
Community Development Block Grants
State GrantsJLoans Aquatic Lands Enhancement Account(ALFA)
Transportation Improvement Account
15 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
Funding Category Funding Source
Centennial Clean Water Fund
Public Works Trust Funds
Interagency for Committee for Outdoor Recreation (IAC)
Arterial Street Fund (Motor Fuel Tax)
Urban Arterial Trust Account(DATA)
Aquatic Lands Enhancement Account
Hazardous Bridge Replacement
Developer Contributions
Other Donations
Local I mprovemert Districts
4.4.6 Impact Fees
New growth creates a demand far new and expanded public facilities and services. The
GMA authorizes local governments to impose and collect impact fees to partially fund
public facilities to accommodate new growth, Impact fees can be used to pay far new or
expanded facilities and carrot be collected to address existing infrastructure
deficiencies. The GMA allows impact fees to be assessed on the following.
• Public Streets and Roads • Public Parks
■ Schools • Open Space
• Fire Protection Facilities • Recreation Facilities
The City has not enacted impact fees as a funding mechanism for capital facilities, but
may study the issue as directed by future City policy.
4,4.7 Community Facilities
This section of the CFP includes civic buildings such as government offices, community
centers, and entertainment facilities, As a new City, Spokane Valley does not have a
significant inventory of community facilities,
Inventory of Existing Facilities
Spokane Valley completed construction of Centers'lace at Mirabeau Point Park, in the
summer, 2005. The facility houses the Spokane Valley Senior Center, conference
facilities, classrooms and a "great room" for events, CenterPlace has a dining capacity of
400 and includes a full commercial kitchen.
Spokane Valley leases office and meeting space for employees and City Council in the
Redwood Plaza office building, located at 11707 East Sprague Avenue. Spokane Valley
also leases precinct and court space at the Valley Precinct Building located 12710 East
Sprague,
Level of Service
Spokane Valley does not propose to adopt a level of service standard for community
facilities.
16 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
Forecast of Future Needs
The need for new community facilities is difficult to quantify and depends on the future
structure of City government, If Spokane Valley continues to contract for services such
as police, parks and road maintenance, the need to acquire and maintain facilities will be
minimal. However, if Spokane Valley begins providing these services, there will be a
corresponding need for administrative office space and other facilities. For example, if
Spokane Valley assumes responsibility for parks maintenance, a new maintenance
facility would have to be constructed to house equipment and employees.
At some future point, Spokane Valley will likely purchase an existing building or
construct a new building to house City Hail. This decision must be made with thought
and vision. In the right location, City Hall will be the center for civic affairs and
community events and will influence economic development arid the creation of a City
Center, The location should be centralized and accessible to all citizens.
Nearly three-quarters of the Citizen Survey respondents support using public money to
help create a City Center. Locating a civic building, such as City Hall, in the City Center
would be a significant catalyst to creating a distinct center and identity for Spokane
Valley.
Locations and Capacities of Future Facilities
Spokane Valley currently has no specific plans to construct new community facilities.
The City must decide the location of a permanent City Hall and/or other civic buildings.
Future updates to the Capital Facilities element will include information on locations and
capacities for community facilities,
Capital Projects and Financing Plan
Spokane Valley anticipates either constructing a new City Hall building, or purchasing
and remodeling an existing building within the six year time frame of this CFP. The
following table shows that Spokane Valley will use approximately $1,000,OCO of Real
(=state Excise Tax revenue for Civic Buildings.
Table 4.6 Community Facilities Financia Plan
Project 2000 2007 2008 2009 2010 2011 2012 Total
Civic Facilities 563 550 750 1,30O 3,963
—otal 0 a Q 563 550 75D 1,300 3,153
Revenue Source
Real Estate Excise Tax 250 250 400 100 1,000
General Fund 313 JOU 350 1,200 2,163
0 0 0 553 550 750 1,540 3,163
Total
-17 Adopted April 25, 2006
2007 Update Chapter 4 —Capital Facilities
City of Spokane Valley Comprehensive Plan
4.4.8 Domestic Water
The City of Spokane Valley does not own or operate a public water supply system.
Rather, water is provided to Spokane Valley residences and businesses by special
purpose districts, associations, and public and private corporations. Water service is
coordinated by Spokane County through the Coordinated Water System Plan (CUSP),
which identifies service boundaries, establishes minimum design standards and
promotes the consolidation of regional water resource management. The CWSP is
updated as needed at the direction of the Board of County Commissioners or the
Washington State Department of Health (DOH).
The City of Spokane Valley is supportive of existing regional water supply planning,
water use efficiency programs and plans,isratereheci planning, wellhead protection plans,
water quality plans, and planning for reclamation and reuse.
Water Systems
Water systems are categorized generally by the number of connections served, Group A
systems provide service to 15 or more connections while Group B systems serve 2 to 14
connections, Spokane Valley has 25 Group A systems and 13 Group B systems
providing water service within the City. A detailed inventory of water systems is shown
below in the inventory section.
Water System Plans ;i, s
The Washington State
Department of Health ;r
recommends that all water b seg:I ;
purveyors prepare a water system { +`;
plan to determine future needs for ;# r� {;�
water facilities within their service ssi •a - .+il + ,sesse,
areas. The plans must include ,
an existing facility inventory, 1
project future needs far hater ..T .^. ,.y • , .,_ -
supply, conservation strategies, I
and identify and provide for the
protection of aquifers against contaminates. Once a water system plan is adopted, it
must be updated every six years. The Department of Health is the approval authority for
water system plans. Water purveyors meeting the following criteria are required to have
water system plans approved by DOH.
1. Systems having 1000 or more connections.
2. Systems required to develop water system plans under the Public Water System
Coordination Act of 1977 (Chapter 70.11 RCW).
3. Any system experiencing problems related to planning, operation and/or
management as determined by the Department of Health.
4. All new systems.
5. Any expanding system.
6. Any system proposing to use the document submittal exception process in WAC
246-2901-125 (documents such as project reports and constructions drawings).
In 2003, the Washington State Legislation passed what is commonly referred to as the
"Municipal Water Law' (ML), amending sections of the State Board of Health Code
18 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
(RCW 43,20); the laws governing Public Water Systems (RCW70.119A); and sections of
the state's Water Code (RCW 93.03). The MWL requires that water system planning
documents must be consistent with Spokane Valley's Comprehensive Plan and
development regulations. The Department of Health is developing procedures that
water systems must follow to ensure coordination with local jurisdictions and consistency
with growth planning.
Water Rights
Washington State water law requires all prospective water uses to obtain a water right
permit from the Department of Ecology (DOE) before constructing a well or wvithdrawing
any groundwater from a well. However, the law does allow a water right permit
exemption, referred to as the domestic exemption, which states that no water right
permit is required for the withdrawal of up to 5,000 gallons of water per day from a well
when the water is being used for the following:
1. Livestock watering.
2. Single or group domestic water supply.
3. Industrial purposes.
4. Irrigation of no more than one half acre of lawn or noncommercial garden (RCW
90.44,050).
For many years, Ecology issued water right certificates to water suppliers based on
projected future use, rather than actual "beneficial use." The unused portions of those
certificates or rights are known as "inchoate" rights, which could potentially be taken
away by Ecology if not put to beneficial use.
This situation was troubling to municipal water suppliers. Public water systems need a
level of certainty to obtain financing for capital facilities as well as to issue letters of
water availability to development interests. The "Municipal Water Law: of 2003° clarified
that cities are entitled to inchoate (unused) water for the purpose of serving expanding
areas. This ensures that municipalities have sufficient water for anticipated growth
based on the communities' comprehensive plans and water and supply plans,
Watershed Planning
In 1998, Washington State passed the Watershed Management Act to develop a
"thorough and cooperative method of determining what the current water resource
situation is in each Water Resource Inventory Area (WRIA) of the state and to provide
local citizens with the maximum possible input concerning their goals and objectives for
water resource management and development" (RCW 90.82.005). In late 1998, a
Planning Unit was formed for WRIAs 55 and 57, or the Middle Spokane-Little Spokane
River watersheds, with Spokane County designated as the lead agency.
The Watershed Management Act requires the Planning Unit to address water quantity
issues and allows water quality, habitat and in-stream flows to be considered in the
process. The watershed planning effort is expected to produce information on how
water is used in the Water Resource Inventory Areas and recommendations for how it
should be used in the future.
The Planning Unit may also formulate a recommendation for in-stream flows for the
Spokane and Little Spokane Rivers. The Department of Ecology may establish
19 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
minimum water flows or levels for streams, lakes or other public waters for the purpose
of protecting fish, game, birds or other wildlife resources, or recreational or aesthetic
values of said public waters whenever it appears to be in the public interest to do so.
The data, information and recommendations generated by the Planning Unit may be
used by the Department of Ecology to assess the ability to issue new water rights for the
Spokane Valley-Rathdrurn Prairie Aquifer. The WRIA 55 and 57 planning process will
provide a basis for better understanding of potentia( water resource limits and will be
incorporated into future updates to this capital facilities plan.
Inventory of Water Systems
Most of the water used by Spokane Valley residents and businesses is provided by
water and irrigation districts and small water systems, listed in Tables 4.7 and 4.8 and
shown on the Water Districts and Wellheads map, located at the end of this chapter.
The City of Spokane provides water to the western portions of Spokane Valley, totaling
approximately 620 connections. Group A water systems are those which have 15 or
mere service connections or regularly serve 25 or more people 60 or more days per
year. Group B water systems serve two to 14 connections and are not subject to the
federal Safe Drinking Water Act. Instead, they must meet state and local requirements
for water quality and operations.
Table 4.7 Spokane Valley Water Purveyors-Group A Systems
Groups Systems Current Residential Current Non Reslden#ial Storage Capacity
Connections Connections {gallons}
Bayou On Barker 0 4 0
Burger Royel 4 1 50
Carnhope Irrigation District 7 466 0 0
Central Pre Mix-Sullivan Rd 4 4 0
City Of Spokane* 69700" 0 Not reported
Consolidated brig Dist 19 System 1 3063 51 2,750,000
Consolidated Irrig Dist 19 System 2 3863 141 2,200,000
East Spokane Water Dist 1 1158 94 1,027,000
Hutchinson Irrigation Dist#16 790 0 1,200,000
Honeywell Electronic Mfg LLC 0 1 0
Irvin Water District#6 757 0 1,900,060
Kaiser Alurn-Trentwaod Warks 0 2 21,200
Model Irrigation Diet#18 2116 4 550,000
Modern Electric Water Go 4302 0 1,500,000
Orchard Avenue Irrigation Dist 6 1186 0 0
Pinecroft Mobile Home Perk 143 0 400
Puerta Vallarla 0 1 0
Spitfire Pub And Eatery 0 2 87 I
Spokane Business& Industrial Park 0 237 47$,000
Spo Co-Mirabeau Park 0 2 200
Spa Co Water Dist#3 9738 426 5,980,000
Trentwood Irrigation District 3 1470 0 1,120,000
Vera Water& Power 6652 0 8,650,000
Woodland Park Trailer Court 30 0 0
Approximately 620 connections within City of Spokane Valley
Source: Washin+ton State Eye.artrnenrtof Health
20 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
Table 4.8 Group B Systems
Group$System _ Connections
Holiday Trailer Court 12
Janzen&.lamest 1
Levernier Const. Water System 1
Mercer Trucking Co Inc 1
Middco Tool &Equipment 1
Systems Transport Inc 1
Tel Water System 6
Tds 2
Union Pacific Railroad Trentwaod 1
Westcc S Apparel Service 3
Western Structures Inc 2
dSDT-Pines head Maintenance 1
Source. Washington State Department of Health
Level of Service
The Countywide Planning Policies were amended in 2D04 to defer level of service
standards for water supply and fire flow to the requirements of the Department of Health
and local fire codes respectively.
Forecast of Future Needs
Spokane Valley adopts by reference water system plans for all water purveyors
providing service within the City of Spokane Valley.
Locations and Capacities of Future Facilities
Spokane Valley adopts by reference water system plans for all water purveyors
providing service within the City of Spokane Valley.
Capital Projects and Financing Plan
Spokane Valley adopts by reference capital project and financing plans for all water
purveyors providing service within the City of Spokane Valley.
4.4.9 Fire Protection and Emergency Medical Service
Fire protection and emergency medical services (EMS) are provided by Spokane Valley
Fire Department (District No. 1) and Spokane -
County Fire District No, 8, Spokane Valley
Fire serves over 90% of the Valley, while
District 8 serves a few small areas in the rdia
southern part of the City (see Fire Districts
Map at the end of this chapter). Both districts a . °•
serve the City with a full range of fire
suppression and EMS services, Spokane ..R a.- -_
Valley voters chose to annex to Spokane
Valley Fire and District No- 8 in September,
2004.
21 Adopted April 25. 2006
2007 Update Chapter Capital Facilites
City of Spokane Valley Comprehensive Plan
Insurance Rating
City fire departments and fire protection districts are assigned a numerical fire protection
rating by the Washington Surveying and Ratings Bureau. Insurance companies fund the
Bureau to perform on-site inspections of fire districts to determine the rating. The
Bureau analyzes five main areas: average response time, water supply, communication
network, schedule of fire inspections and fire station evaluations (which focus on age of
vehicles), personnel training and staffing of facilities.
Insurance companies use the fire protection rating to help determine insurance rates on
all fire insurance policies. The rating is on a scale of one to ten, with one representing
the best score, Quality of fire service can have a significant impact on fire insurance
rates, particularly for commercial businesses, As of April, 2006, Spokane Valley Fire
Department has a Fire Insurance Rating of four and District No 8 has a Rating of five,
both indicating good fire protection.
Inventory of Existing Facilities and Apparatus
The Fire Districts Map shows the location of fire stations and service area boundaries for
Spokane Valley Fire, District No. 8 and surrounding fire protection districts, All fire
agencies have mutual aid agreements to assist each other in major emergencies,
Spokane Valley Fire 2006 apparatus inventory includes nine Class A engines, two Class
A pumper/ladders, two medic vehicles, three brush trucks and other miscellaneous
vehicles for staff, training, rescue, maintenance, prevention and command, Spokane
Valley Fire has ten stations, including eight within the City of Spokane Valley. Locations
of the stations are as follows:
Table 4.9 Spokane Valley Fire
District Station Locations
Station 1* 10319 East Sprague
Station 2* 8007 East Trent
Station 0 2218 North Harvard
Station 4 22405 East Wellesley
Station 5" 15510 East Marietta
Station 6" 6306 East Sprague
Station r 1121 South Evergreen
Station b North 2110 Wilbur
Staten 9 Eas111614 161h
Station 10*" East 17217 Sprague
* Inside Spokane Valley City Limits
•" Medic-only station
Fire District No. 8 has cne fire station inside the City limits, station 84 in the Ponderosa
neighborhood, located at 4410 South Bates. The District has two stations located
outside the City limits providing additional coverage, No, 81 at 6117 South Palouse
Highway and No. 85 at 3324 South Linke Road. Stations 31 and 84 each have two
22 Adopted April 25. 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
Class A engines and two wildland brush engines. Station 85 has one Class A engine
and one wildland brush engine.
Level of Service
Spokane Valley Fire's Level of Service goals for response time are as follows:
• 5:00 minutes -80% of the time for fire calls
• 5:00 minutes -80% of the time for Basic Life Support (BLS)
• 5:00 minutes - 80% of the time for Advanced Life Support (ALS)
Basic Life Support refers to a level of training that does not involve any advanced
medical procedures or administration of drugs. BLS providers can provide basic life
saving and life sustaining interventions while transporting a patient to a hospital. This is
the foundation on which all medical care is built. Good basic life support is key to
survival of critically sick and injured patients.
Advanced Life Support refers to a certain level of care that may be provided to a patient
by rescue squad members, if necessary. Members trained in Advanced Life Support
techniques are often referred to as ALS providers. Among other procedures, ALS
providers are able to administer certain life-saving medications, perform advanced
monitoring of heart rhythms, and are trained to perform advanced procedures to open
and manage a patient's airway.
Average response times for fire calls the past 4 years are as follows:
• 2003 - 5 minutes 22 seconds
• 2002 - 5 minutes 27 seconds
• 2001 - 5 minutes 28 seconds
• 2000 ., 5 minutes 35 seconds
The District's historic response time data does not distinguish between types of calls.
Future data collection will divide calls between fire, ALS and BLS.
Spokane Valley Fire has responded to an average 7,746 calls per year from 2000 to
2003. The following table shows the number of calls per year.
Table 4.10 District 1 Fire Responses _
Year 2000 2001 2002 2003
Responses 7694 7406 7821 5155
The Countywide Planning Policies for Spokane County establishes minimum levels of
service for fire and emergency medical services as follows:
Urban areas are required to be serviced by a Fire District with at least a Class Six
Insurance rating.
23 Adopted April 25, 2005
2007 Update Chapter 4—Capital Facilities
City of Spokane Malley Comprehensive Plan
- Urban areas must be within five road miles of an operating fire station that
provides service with a 'Class A" pumper, unless structures are equipped with
fire sprinklers.
- Urban areas shall be served by a state certified basic life support (BLS) agency
within five miles and an operating advanced life support unit within six miles or
ten minutes response time.
Both Fire District 1 and 8 meet the minimum countywide level of service standards,
Forecast of Future Needs
Spokane Valley Fire has identified two areas within the City of Spokane Valley that need
improvement in response times and is planning to construct new stations to provide
improved service levels. The most urgent need is to provide better coverage to the
south valley, and the District is planning to move Station No. 9 to the vicinity of 32nd Ave.
and Pines Rd.
The northeast area of the City is underdeveloped at present but as the City grows over
the next ten to fifteen years, the District recognizes that a new station will need to be
constructed to provide an adequate level cf service. The station will be constructed in
the vicinity of Barker and Euclid.
Locations and Capacities of Future Facilities
Station No. 9 will be moved from its current location at 11514 East 16th to the vicinity of
32" and Pines. The station will include two bays and dorms for eight personnel. The
District plans to reconstruct Station No. 10 into a three bay facility with dorms for ten
personnel. Station No. 11 will be located in the vicinity of Barker and Euclid and will also
be two bays with dorms for eight personnel. Construction for Station 11 is tentatively
planned for 2014 or 2015.
Capital Projects and Financing Plan
Spokane Valley Fire Department is a junior taxing authority that supplements its regular
taxes with special levies. As the restrictions on the taxes generated from the regular tax
go down, special levies are proposed to maintain needed funding. Special levies must
be approved by Fire District voters. The Department does not use its bonding capacity
to fund capital projects. The Department's philosophy is to reserve funds generated
through its regular revenues for future capital needs. The following table represents the
Valley Fire planned capital expenditures.
Table 4.11 Spokane Valley Fire 6-year Capital Projects and Financing Plan
Project 2006 2007 2008 2009 2010 2011 2012 Total
Fire Station No. 9
(new construction) $1,0D0 $1,500
Fire Station No, 10
(reconstruction) $1 800 $1'800
Total $1,000 . $1,800 $2,800
Note: Reserve funds from regular district taxes will fund capita]improvements.
(Amounts are times$1,400)
24 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
4.4.10 Library Service
Library services are provided by the Spokane County Library District. The District has a
long history of excellent service and upon incorporation, the City of Spokane Valley
executed a one-year contract with the District for continued service. After the initial year,
Spokane Valley and the Library District agreed to a five year contract for library services
beginning in 2005. Eighty-seven percent of voters approved annexing back into the
District in a May 2005 special election, with the annexation effective January 1, 20D6.
Facility Planning
After incorporation, the Library District and the City of Spokane Valley collaborated on
developing a new capital facilities plan for the District. In March 2004, the capital
facilities planning process began and a significant amount of information was gathered,
including:
• Comparisons with library facilities in other similar sized Washington cities
• Spokane Valley demographics
• Public library facility standards
• An analysis of current Spokane Valley area libraries
• Pros and cons of various facility alternatives and
• Community research
Public Participation
The Library District and the City of Spokane Valley conducted a random sample survey
of Spokane Valley residents in March and April of 2004. The survey gathered
information on local library use, satisfaction with library services and preferences
regarding future library services.
The District also conducted a community open house in May 2004, attended by 75
people, 75% of which were City residents, Information was obtained on satisfaction with
facilities and service, facility improvement options, preferred library locations if a new
main library were to replace the current Valley Library, constructing either one or two
new branches, and willingness to pay for new libraries.
Research Conclusions
Analysis of information gathered leads to the conclusion that additional library space is
needed to serve Spokane Valley residents. It is also determined that expanding the
current Valley Library isn't a viable alternative, The community input showed a very high
level (98%) of overall satisfaction with library services and a high level of satisfaction
with current facilities, The public identified two areas needing improvement - materials
availability, which requires a larger library, and public access computer availability. Only
a modest interest in funding new facilities was expressed, demonstrating a strong need
for community education about future library facilities needs,
Community Survey
Spokane Valley's Community Preference Survey included a question to gauge Spokane
Valley citizen's satisfaction with current Library services, The majority of survey
respondents viewed library services in a positive light, with 83% of respondents reporting
that library services were good, very good or excellent.
25 Adopted April 25, 2006
2007 Update Chapter 4-Capital Facilities
City of Spokane Valley Comprehensive Plan
Inventory of Existing Facilities
Spokane Valley has one library located inside c `'
its boundary, the District's Valley Branch, Yp j -
located at 12004 East Main. This resource lWitt
library is the District's largest facility, i=
measuring 22,100 square feet, including t :+ , •—
administrative space. The District has two F' I,
other libraries within the greaterValley area `
located at 4322 North Argonne and 22324
East Wellesley in Otis Orchards.
As of May 2004, 36,544 Spokane Valley residents were Library District cardholders.
Valley Library was the primary branch of registration, with Argonne second and Otis
Orchards third. Spokane County Library District has a reciprocal library card agreement
with the City of Spokane with ever 1,500 Spokane Valley residents owning a Spokane
public library card,
Level of Service
The Spokane County Library District has not VALLEY
established a level of service. - �_
E Bsaad,ray,Ar
Forecast of Future Needs { E
The District uses a target Spokane Valley z
1. -';: �
population of 105,000 for its future projections,
which is consistent with the City of Spokane a E16uhav
Valley's population allocation for growth within
the existing City limits. The District recognizes
that a new library needs to be built inside Spokane Valley to provide adequate library
services. Future facilities will be divided between a main branch and a future
neighborhood branch.
Locations and Capacities of Future Facilities
The main branch should measure about 49,000 square feet to adequately serve a
population of 64,000 people. The main branch should be located on an arterial street
within about one-half mile of the Sprague corridor between Dartmouth and Sullivan
Roads. A neighborhood branch of approximately 10,000 square feet serving a
population of 20,000 would ideally be located within two to three miles of the main
branch,
Capital Projects and Financing Plan
The future main branch is estimated to cost $11.4 million in 2004 dollars; the
neighborhood branch would cost about $3.6 million. Voter-approved general obligation
bonds are the normal financing method for library projects of this size.
The District proposes the following capital improvement schedule:
1 to 5 Years
• Determine preferred locations for new Libraries.
• Develop funding plan.
• Purchase land for libraries,
26 Adopted April 26, 2006
2007 Update Chapter 4-Capital Facilities
City of Spokane Valley Camprehersive Plan
5 to 10 years
• Secure funding and purchase site(s) if not already done.
• Construct new main branch.
• Sell existing Valley branch.
10 to 20 years
• Secure funding and construct neighborhood branch.
Table 4.12 S.,okane Caun Libra CIstrict six ear Ca•Ital Pro ects and Financin! Plan
ProJect 2006 2007 2008 2009 2010 2011 2012 Total
New Spmne Valley $100 $150 $1,700 $8,300 $8,750 0 0 $19,9C0
Library'
Total $100 $150 $1,700 53,300 $6,750 0 0 $19,C00
Revenue Sources
GG Bonds $100 $150 $1,7m $8,500 $8,750 0 0 19000 j
Total $100 $150 $1,700 $8,500 68,750 0 0 19000
Note: The majority of General Fund expenses Incurred in 2006 and 2007 are reimbursable from voter-approved
bond funds.
•
The Library Disttict will continue to work with the City of Spokane Valley to further
develop plans to construct new libraries. As plans are updated and refined, this Capital
Facilities Plan will be amended to incorporate future changes.
Operational Costs
The Library District assumes that with efficient building design and continuing staff
productivity improvements, a larger Valley Library and an eventual new branch can be
operated at normal District funding levels of 50 cents per$1,005 of assessed valuation.
4.4.11 Parks and Recreation
Spokane Valley has a wide range of •
recreational opportunities available to rz, k,r .• °'
residents arid visitors. City parks, school r, •
h r
play fields, golf courses, rF
trails, County i L. `" $ 110
parks and conservations areas are a!l ;�., `
•within close vicinity to Spokane Valley till ; 1 "1'
residents_ .t -- 1
The City provides a system of local parks
that is managed by the Spokane Valley
Parks and Recreation Department. The
-
Parks Department is in the process of -*` y.
developing a new Parks, Recreation, and ,.,. , � ..
Atm.Open Spaces Master Plan. When -
27 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
finished, this plan will offer a detailed picture of the park, recreation and open space
system, including changes and improvements that will be made in the future.
This section of the Capital Facilities Plan (CFP) provides summaries of the parks
inventory, level of service (LOS), future park needs, proposed projects, and a financing
plan for the next six years,
Park Types
Parks are classified by their size, service area and function. Spokane Valley uses the
nationally recognized Park, Recreation, Open Space and Greenway Guidelines, to
establish standard for parks planning. Major classifications include mini-park,
neighborhood, school-park, community, large urban, various trail designations and
special use facilities. The Parks Element, Chapter 9, provides a thorough description of
park types used for planning purposes.
Inventory of Existing Facilities
The Parks Map, found at the end of this Chapter, shows the location of all parks within
Spokane Valley. Table 4.13 provides an inventory of park and recreation facilities
owned by Spokane Valley. These parks are used to calculate Spokane Valley's level of
service for parks, The Parks Master Plan provides the most detailed inventory of parks,
including equipment, structures and other miscellaneous park facilities.
Table 4.13 Spokane Valley Park Facilities.
Spokane Valley Parks Acreage Status _
Neighborhood Parks
Balfour Park 2.86 Developed
Browns Park 8,03 Developed
Castle Park 2.71 Minimally Developed
Edgecliff Park 4.74 Developed
Terrace View Park 924 Developed
Subtotal 27.58
Community Parks
Valley Mission Park 21.91 Developed
Subtotal 21.91
Large Urban Parks
Miraheau Point Park 41.91 Developed
Subtotal 4191
Special Use Areas
Park Road Pool 2.00 Developed
Sullivan Park 16.07 Developed
Valley Senior Center 2.09 Developed
CenterPlece 13.60 Developed
Subtotal 33.76
Undeveloped Park Land
Myrtle Point Park 31.07 Undeveloped
Valley Mission Park(South) 7.22 Undeveloped
Subtotal 38.29
Total Park Acres 163.45
28 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
Level of Service
The Countywide Planning Policies for Spokane County requires all jurisdictions to adopt
a level of service (LOS) standard for parks. -
Spokane Valley has the flexibility and I
freedom to adopt a LOS standard for parks
that reflects the expressed need and desire ` _ ` ,
of our community,
The National Recreation and Parks �' 4 41t,4;
Association suggest that cities adopt LOS
standards for different park types, such as -
mini (pocket), neighborhood, community
and major parks. Spokane Valley does not �: �b
• .
have a Orrell-developed park system and will
use total City-owned park acres for its LOS � =
measurement. � a
Spokane Valley currently owns 163 acres of developed and undeveloped park land.
Using the 2006 population of 85,010 people, the current parks LOS is 1.92 acres of City
park land for every 1000 residents. Spokane Valley adopts 1,92 acres11000 people as
its minimum LOS standard for parks, as shown is Table 4.14.
Spokane Valley recognizes that schools, churches, natural areas and commercial
enterprises all provide recreation opportunities for Spokane Valley residents. These will
all be taken into consideration when Spokane Valley determines the best location to
purchase new park.land, - - —
2006 CityOwned Level of Service
Population Park Acres
85,010 183 1.92 acres11000
Tabic 4.14 Spokane Valley Parks Level of Service
Forecast of Future Needs
Spokane Valley has The capacity to accommodate 20,665 people over the next 20 years
within the current City limits. In order to maintain the current LOS of 1,92 acres/1000
people, Spokane Valley would have to add about 40 acres of park land over the next 20
years, with 12 acres in the first six years, as shown in Table 415. The Parks Master
Plan provides a more detailed analysis of park and recreation needs by dividing the City
into smaller service areas.
Table 4.15 Future Park Demand _ - -
Year Population Total Park Acres Acres Required at Net Deficiency
Available 1.92 acresll000 Acres
2006 85,010 163 163 0
2012 92,243 153 177 -14
2025 105,676 163 203 -40
`Assumes 20- ear !rowth of 20,666 •eo.le - -
29 Adapted April 25, 2006
2007 Upda#e Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
Locations and Capacities of Future Facilities
In order to maintain the adopted 1,92 acres/i 000 level of service standard, Spokane
Valley must add 12 acres of park land by the year 2011. In order to address this
deficiency, Spokane Valley will purchase 20 acres of park land within the six year time
frame of thisCapital Facilities Plan, resulting in surplus of eight acres as shown in Table
4.16. The Master Plan will be used to determine the best locations for park land
acquisitions.
Table 4.16 Parks Ca s aclt Anal sis
Year Population Total Park Acres Acres Required at Net Reserve
Available 1.92 acres/1000 Acres
2006 65,010 163 163 0
2012 92,243 183* 177 6
1 *20 acres of parkland will be purchased within fiat 6 years of plan
Capital Projects and Financing Plan
The following table details Spokane Valley's six year Parks and Recreation capital
improvement financing plan. The table details projects that address level of service
deficiencies (capacity projects) and other capital improvements (non-capacity) projects_
Table 4.17 Parks Camel Facilities Plan
Protect 2006 2007 2008 2009 2010 2011 2012 Total
Parkland Acquisition 1,000 51,000
(20 Acres Capacity)
Park Improvements 300 950 500 500 580 100 200 $3,130
Swimming Pool 1,600 $1,800
Upgrades
Total 1,300 2550 500 600 580 100 200 $5,730
Revenue Source
General Fund 1,300 300 $1,800
REET#1 zit 400 400 400 100 200 $1,950
200 100 100 180 $580
Grants
1,600 $1,600
Spokane County
Total 1,300 2,550 500 500 580 100 200 $5,730
—
•
Note: Amounts are times $1,000 — _
30 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Flan
4.4,12 Public Safety
The Spokane Valley Police Department is a contract law enforcement agency,
partnering with the Spokane County Sheriff's Department to provide a safe environment
for the citizens, businesses, and visitors of the City of Spokane Valley. This unique
contracting relationship allows for the sharing of many of our resources, allowing both
agencies to operate at peak efficiency without duplicating services.
Spokane Valley also contracts with Spokane County for judicial, jail and animal control
services. The total contract for public safety for 2006 totaled over $16 million, including
approximately 100 commissioned police officers.
Spokane Valley supports community oriented policing and recognizes it as an important
complement to traditional law enforcement. In Spokane County, community policing is
known as S.C.O.P.E., or Sheriff Community Oriented Policing Effort. The community
policing model balances reactive responses to calls for service with proactive problem-
solving centered on the causes of crime and disorder. Community policing requires
police and citizens to join together as partners in the course of both identifying and
effectively addressing these issues. About 364 Spokane Valley citizens are S.C.O.P.E
volunteers.
Community Survey
The Community Preference Survey included questions to gauge the public's perception
of police services. Results show that 85% of Spokane Valley residents believe police
services are good, very good, or excellent, indicating a generally high level of confidence
in the police force. Only 27% of respondents expressed a willingness to pay additional
taxes to have improved police services.
Inventory of Existing Facilities
The Spokane Valley Police Precinct is located at 1271D E. Sprague and houses patrol
and detective divisions, the traffic unit and administrative staff. The Precinct also
includes a property storage facility and a Spokane County District Court.
Spokane Valley is served by five S.C.O,P.E. stations, shown in the following table.
Table 4.'18 Spokane Valley S.C.e.P.E statlors
Neighborhood Location 1
West Valley 3102 North Argonne
University10621 East 16th
Edgecliff 522 S. Thierman Rd..
Trentwood 2400 N. Wilbur No. 79
Central Valley 115 N. Evergreen
East 4903 N. Harvard No. 3
31 Adopted April 25, 2006
2007 Update Chapter 4 Capital Facilities
City of Spokane Vslley Comprehensive Plan
Level of Service
Public safety is a priority for the City of Spokane Valley, It is difficult to determine at this
time, an adequate and measurable level of police protection, Spokane Valley will
monitor the performance of the Spokane County Sheriffs Department and will adjust the
contract for services as necessary to ensure an adequate level of police protection.
Forecast of Future Needs
Future needs for police protection will be determined as a part of the annual budget
process.
Locations and Capacities of Future Facilities
Spokane Valley is not planning to construct any new law enforcement facilities at this
time.
Capital Projects and Financing Plan
Spokane Valley is not planning to construct any new law enforcement facilities at this
time.
4.4.13 School Facilities
Four public school districts provide service within Spokane Valley: East Valley, West
Valley, Central Valley and Spokane School District 81, Spokane Valley must coordinate
with each district to ensure consistency between the City's plan and school districts'
plans. There are also a number of private schools that provide service to Spokane
Valley area children.
Inventory of Existing Facilities
The School District Map, found at the end of this Chapter, shows district boundaries and
locations of all public schools within Spokane Valley. Tables 4.19 through 4.21 shows
capacities of all schools located within Spokane Valley,
School districts use portable classrooms at some school sites as interim measures to
house students until permanent facilities can be built. Portable units are not included in
capacity figures. School capacity figures are reported by the Washington State
Superintendent of Public Instruction and are based on square footage per student.
Table 4_19 Central Valle School Invento
Elementary School Sq.Ft. Area Capacity
Adams 46,879 521
Summit(Formerly Blake) 34,823 436
Broadway 40,646 499
Chester 38.388 460
Greenacres 55,875 680
Keystone 33,669 421
Liberty Lake I 60,477 756
McDonald ; 46,504 563
32 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley ComprehenWive Plar1
Opportunity 42,388 521
Ponderosa 51,377 642
Frog ress 37,573 452
South Pines 45,956 499
Sunrise 53,673 662
University 37,867 455
Total Elementary Permanent Facilities 626,097 7,56'7
Junior High Schools Sq. Ft. Area Capacity
Bowdish 74 738 743
Evergreen 76,075 751
Greeriaores 91,803 908
Horizon 84,795 838
North Pines 105,365 1,044
Total Junior High Permanent Facilities 432,779 4,284
I Senior High Schools Sq. Ft.Area Capacity
Central Valley 239,540 1,988
University 239,540 1,986
Tota) Senior High Facilities 479,080 3,974
Source; Central Valley School 17IsMct
Table 4.20 East Valley School Invento
Elementary School Sq. Ft. Area Capacity
East Farrns 47,047 579
Otis Orchards 51,785 529
Skyview 42,140 509
Trent 58,482 713
Trentwood 47,274 573
Total Elementary PermanerrtFacifities 246,732 3,003
Junior High Schools Sq. Ft.Area Capacity
East Valley 84,561 831
Mountain View 82,544 816
Total Junior High Permanent Facifrtfes 167,105 1,647
Senior High Schools Sq. Ft. Area Capacity
East Valley 203,248 1,686
33 Adopted April 25, 2006.
2007 Update Chapter 4-Capital Facilities
City of Spokane Valley Ccrnprehensive Plan
Total Senior High Facilities 2O3,246 1,686
Source: Washington State Superintendent of Public Instruction
Table 4.21 West Valley School Inventory.
Elementary School Sq. Ft.Area Capacity
l rim:1°d Early Childhood Gtr. 27,164 340
Ness .33,440 418
Orchard Center 34,094 426
Pasadena Park 34,002 425
Seth-Wood-IA-lira 35,041 449
Totat EJem nfary ermine rt Facilities 164,641 2,658
Middle Schools Sq. Ft. Area Capacity
Centennial 88,870 875
West Valley City School 30,258 307
Total Junior High Permanent Facilltres 720,128 1,182
Senior High Schools Sq. Ft. Area Capacity
West Valley 149,123 1,207
Spokane Valley 13,902 116
rota;Senior Nigh Facilities 163,030 1,323
Source: West Valley School District 1
Table 4.22 S'okane District 81 1
Elementary School Sq. Ft.Area Capacity
Pratt 21,424 247
Level of Service
The Countywide Planning Policies for Spokane County requires that all jurisdictions
adopt a Level of Service standard for schools. Spokane Valley defers this responsibility
to the individual school districts providing service within the City. Individual school
districts may request that Spokane Valley adopt a Level of Service standard in future
updates to the Capital Facilities Element.
Forecast of Future Needs
Central Valley School District
The Central Valley School District (CVSD) is experiencing a period of high growth in
student population, particularly towards its eastern boundary. Liberty Lake and
Greenacres Elementary Schools are currently over capacity. In response to this growth,
the District initiated its "Community Linkages" planning process in the fall of 2004 to
develop strategies and alternatives for accommodating its present and future students.
34 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
The committee developed student population projections through the 200812009 school
year for the entire district by analyzing growth trends in student population, building
permit activity and proposed housing developments. The data will be used to guide
decisions on where to locate school facilities, Table 4.23 shows the number of students
enrolled in Central Valley Schools in 2005 for each school in the Distrielt and projections
through the 2008-09 school year. In 2005, 91,480 students were enrolled in CVSD
schools, with 9,363 of those students living within the City of Spokane Valley.
Table 4.23 Central Valle Enrollment Pro cction
Student New Projected - -.
School Attendance EnrollmentStudent Student
Arca 2005 Enrollment in Increase
2008-2009
Elementary
Schools
Broadway 492 517 25
Progress 29' 311 20
Opportunity 339 366 27
Adams 466 503 37
University 419 435 18 1
South Pines 331 332 1
McDonald 356 364 5
Sunrise 490 532 42
Ponderosa 334 337 3
Chester 322 352 30
Greenacres 588 655 98
Liberty Lake 727 876 149
Total 5155 5611 456
Middle Schools
North Pines 525 551 26
Bowl 574 589 15
Horizon 440 462 22
Evergreen 578 630 52
Greenecres 644 757 113
Total 2761 2989 228
High Schools
University High 1922 2055 133
Central Valley High 1042 1604 162
Total 3554 3859 295
Total Student 11,480 1Z459 979
Enrollment
' Source: central Valle Ly inkages Committee-John Bottelli,5 okane count [loImo,
The following table shows enrollment projections for Central Valley School District from
the Washington State Superintendent of Public Instruction. The table provides historic
and projected school enrollments for the years 2001 through 2010.
35 Adopted April 26, 2006
2007 Update Chapter 4- Capital Facilities
City of Spokane Valley Camrrehensive Flan
Table 4.24 Central Valley School Enrollment
Actual Enrollment I Projected Enrollment
Grade 2001 2002 2003 2004 2005 2006 2007 2008 2009 " 2010
K•6 5,873 5,817 5,965 6.272 5,433 5,586 6,980 7,332 7,697 7,985
7-8 1,800 1,323 1,819 1,817 1599 l 1,942 1,900 1,897 1,926 - 2,090
0-12 3,410 3,544 3,555 3,602 3,653 3,595 3,785 3,789 3,828 3,562
K-12 11,083 11,184 11,339 11,691 11,985 12,323 12,668 13,018 13,451 13,937
Source: Washington State Superintender t o1 Public Instruction
East Valley School District
East Valley School District has experienced a significant decline in enrollment in recent
years. In 1999, enrollment peaked at just under 4,700 students down to 4,355 students
enrolled in the fall of 2004. The following table indicates that East Valley will continue to
lose students through the year 2010.
Table 4.25 East Valley School ool Enrollment
Actual Enrollment
Projected Enrollment
Grade 2001 2002 2003 2004 2005 2006 2007 2008 2009 . 2010
K•6 2,355 2,288 2,167 2,139 2,032 2,,022 1,974 1,964 1,931 I 1,917
7-8 743 735 732 710 690 661 659 699 572 I 594
9-12 1,592 1,565 1,544 1,500 1,386 1,354 1,322 1,33? 1,292 T:217
K-12 4,690 4,585 4,443 4,350 4,168 4,057 3,955 3,900 3,795 . 3,698
Source: Washington State Superintendent o4 Public Instruction -
East Valley School District estimates that out of 4,240 total students enrolled in the
District in September, 2005, 2,378 lived within the City of Spokane Valley.
West Valley School District
West Valley School District has grown in student population consistently since 1998 and
is projected to continuing growing through the year 2010, as shown in Table 4.25.
Table 4.26 West Valley School Enrollment - - __
Actual Enrollment Projected Enrollment
Grade 2001 2042 2603 2004 2005 2006 2001 2008 2009 2010
1C-6 1,591 1,552 1,614 1,581 1,605 1,610 1,532 1,710 1,728 1.750
7-B 545 566 575 528 542 560 567 503 519 509
9-12 1,469 1,502 1,603 1,034 1,510 1,535. 1,564 1,559 1576 , 1,493
K-12 3,605 3.620 3,692 3,843 3,657 3,706 3,753 3,772 3,823 3,832
Source: Washington State Superintendent of Public Instruction
35 Adopted April 25, 2006
2007 Update Chapter 4 -Capital Facilities
City of Spokane Valley Comprehensive Plan
Locations and Capacities of Future Facilities
Cenfrai Vaiiev School Distriot
The most urgent need for the CVSD is to add more elementary classroom space in the
east end of the District. The District recently acquired two properties in the north
Greenacres area for a new elementary school. The District will need to construct a new
high school and middle school in the 20-year time frame of this comprehensive plan.
The district has a site for a middle school adjacent to the Liberty Lake Elementary
School. A number of elementary schools need to be completely remodeled, including
Opportunity, Greenacres and Ponderosa.
East Valley School District
East Valley is not planning to construct any new facilities within the six year time frame
of this capital facilities plan. Future updates to this plan will incorporate new capital
projects.
West Valley School District
West Valley is remodeling its High School and will add elementary school classroom
space.
Capital Projects and Financing Plan
West Valley School District passed a $36 million bond measure in 2004 that is being
used to remodel West Valley High School, construct new elementary school classrooms
and a new gymnasium.
Central Valley School District is in the process of developing a Capital Improvement and
Financing Plan.
4.4.14 Sewer Service
Background
In 1983, Spokane County initiated an ambitious program to bring sewers to houses and
businesses located in the Aquifer Sensitive Area (ASA). Since that time, over 17,000
residences and businesses in the greater Spokane Valley area have been connected to
the County's sewer system. Spokane County has invested nearly $200 million in sewer
construction countywide to date. Continued sewer construction in Spokane Valley will
cost another $74 million through the year 2010 when the County's Septic Tank
Elimination Program (STEP) is completed. This figure does not include costs for a new
wastewater treatment plant, which is discussed later in this section.
Upon Incorporation, the City of Spokane Valley entered into an interlocal agreement
giving Spokane County lead agency authority to provide sewer service. At this time,
Spokane County and Spokane Valley elected officials are exploring the options for the
possible assumption of the Valley sewer system. However, no decisions have been
made regarding the transfer of responsibility and ownership of Valley sewers, This
section of the Capital Facilities Plan assumes that Spokane County will continue to own
and operate the sewers in Spokane Valley. The CFP will be updated as necessary to
incorporate future changes.
37 Adopted April 25, 2006
2007 Update Chapter 4--Capital Facilities
City of Spokane Valley Comprehensive Pian
Comprehensive Wastewater Management Plan
In 1996, he County adopted an Interim Comprehensive Wastewater Management Plan
(CWMP). The intent of the CWMP was to develop strategies to expedite the sewer
program for protection of the Aquifer, and to satisfy regulations established by the
Washington State Departments of Health (DCH) and Ecology (DOE) and the Spokane
County Health District
In 2001, Spokane County updated the CWMP, which focused on redefining priority
sewer areas and conforming 10 requirements of the Growth Management Act (CMA).
Most significantly, the CVVMP updated population and wastewater flow forecasts and
produced a revised Capital Improvement Program (CIF),
Wastewater Facilities Plan
Along with the CWMP, Spokane County adopted a Wastewater Facilities Plan (WFP) in
2001 that identified wastewater facilities and programs required to meet the long-term
sewer needs of the County. The UWP focuses on developing a long-term wastewater
management strategy for the County. The VVFP provides an in-depth analysis of various
wastewater treatment technologies available, in addition to exploring the wide range of
related environmental considerations. Public participation was fully integrated into this
extensive planning effort,
Wastewater Treatment
Wastewater is conveyed through Spokane County's sewer system to the City of
Spokane Riverside Park Water Reclamation Facility (RPWRF) for treatment and
discharge into the Spokane River. In 1982, Spokane County and the City of Spokane
signed an interlocal agreement wherein the County purchased ten million gallons per
day (mgd) of capacity in the RPWRF.. Spokane County is currently using nearly eight
mgd of its contracted capacity. A key component of the WFP is to develop a new
Spokane County Regional VVastewater Treatment Plant (SCRWTP) to serve wastewater
generated in the greater Spokane Valley region.
The VWF" explores the following treatment alternatives.
• Discharge of treated wastewater effluent to the Spokane River, using one or
more new treatment plants between Liberty Lake and the City of Spokane.
• Discharge of treated wastewater effluent to the Little Spokane River, providing
flow augmentation in the Little Spokane River to help meet minimum stream flow
needs.
• Use of treated and reclaimed wastewater for irrigation of agricultural lands, golf
courses, school grounds and parks.
▪ Use of treated and reclaimed wastewater for creation of wetlands.
• Underground storage of treated and reclaimed wastewater for subsequent use
for irrigation or release to streams for flow augmentation during critical low-flow
periods.
• Recharge of the Spokane Aquifer with treated wastewater effluent, with the co-
mingled water being available for all uses including potable water supplies.
•
Discharge of wastewater to the Liberty Lake treatment plant for treatment and
subsequent discharge to the Spokane River.
36 Adopted April 25, 2006
2007 Update Chapter 4-Capital Facilities
City of Spokane Valley Comprehensive Plan
In June 2004, Spokane County amended its WFP to provide supplemental information
related to water quality of the Spokane River, additional site-specific detail for the
proposed treatment plant location and a report on the progress of key implementation
activities.
Site Selection
During the development of the WFP, prior to Spokane Valley's incorporation, Spokane
County engaged in an intensive public participation program to determine the most
appropriate location for a new wastewater treatment plant. It was determined that the
ideal location would be on the western end of the Valley within close proximity to the
Spokane River and large enough to allow for future plant expansions (15 to 20 acres in
size).
Spokane County solicited nominations from the public and reviewed its land use
database to identify potential parcels, Fifteen sites were initially identified and subjected
to a thorough screening process. The sites were evaluated by a technical committee
consisting of civil engineers, biologists, goo-engineers and land use planners. The
selection process was monitored by a citizen focus group and included three public
hearings to ensure continuous public participation.
At the end of the process, two sites, Alki/Fanciier (close to the Fairgrounds) and the old
Stockyards site (or Market Street in the City of Spokane), were selected for further
environmental review. A Supplemental Environmental Impact Statement (SETS) was
prepared to evaluate the potential environmental impacts on each site and conveyance
routes for raw sewage and treated effluent. However, it was determined that the
AlkilFancher site could not be secured in time for site development, Therefore, the
Playfair Race Track site was selected for further environmental evaluation.
After thorough review, and two more public hearings in early 2004, the Stockyards site
was chosen as the preferred site to locate a new treatment plant, It has not been
determined if the new treatment plant will be constructed, owned and operated by
Spokane County, the City of Spokane Valley, or by a special purpose governmental
body.
Inventory of Existing Facilities
Sewer facilities within Spokane Valley are a system of pipes and pumping stations that
move untreated sewage to the City of Spokane Riverside Park Water Reclamation
Facility (RPWRF). The following tables provide an inventory of sewer facilities in the
Valley.
Table 4.27 Spokane Valley Pump Stations
station No, d Horsepower Standby Power Spare Capacity(gpm)
Pumps Pump
Ella 3 59 Yes No 2.,eCie
Midiiome 2 5 Ne Yes 185
Mirabeacj 2 10 Yes No 280
Ridgemcnt 2 5 Yes Yes 150
Riverwalk 2 15 Yes No 3.00
Sprague 2 10 No No 920
gpm=gallons per minute Source: Spokane County Utilities Department
39 Adopted April 25, 2006
2007 Update Chapter 4 -Capital Facilities
City of Spokane Valley Comprehensive Plan.
Table 4.28 Spokane Valley Interceptors
I. Interceptor Stand.hy Power Capacity(gpd) 1
South VaLey No 30,600,000 i
North Valley No 10,150,000
gpd=gallons per day Source: Spokane County Uts. Dept.
Level of Service Table 4.29 Spokane Valley Sewer Lines and Manholes
The Regional Minimum Level of Gravity Mains Total Length(ft)
Service Standards state that
incorporated areas will be provided 6" 1,282
with wastewater collection end 5" 1,117.747
transport systems in accordance with
the adopted sewer concurrency 10" 125,782
requirements of the jurisdiction. 12' 52,763
Spokane Valley requires all new
development to be served with public 15" 39,820
sewer, Only existing residential, 18" 34,137
commercial and industrial lots may be 21„ 14,603
served by septic systems/drain fields
(approved by the Spokane County 24" 29,885
Health District) and only if public 27" 12,585
sewer is unavailable. 30" 14,782
Forecast of Future Needs W 18,807
Spokane County currently has about
26,223 customers within its sewer 42" 20,936
system area. Since some customers 48' 11,480
generate more flow than others, it is 16,544
common to define an Equivalent
Residential Unit (ERU) as a way to Total Length 1,510,763 ft=286 mi
project future flows and to set the cost . Manhole Covers 5,696
sewer service rates. Spokane County _
figures an ERU to be 900 cubic feet of9nurce:• Spokane County Utilities Department < _J
water per month, or about 225 gallons
per day. The 26,223 customers account for 38,831 ERUs.
The following table shows that Spokane Valley accounts for 20,396 ERUs, or 73% of the
County's total ERUs.
Table 4.30 Spokane County Sewer Customers and ERUs
Customer Type City of Valley Areas Remaining County Total for County
Spokane Valley Outside of City Service Areas Service Areas
Accounts Ms Accounts ERUs Accounts ERUs Accounts ERUs
Single Family 15.960 16,353 1. 4 1,937 5,329 6,414 24.213 24,704
" Multi-Family 377 6,043 86 137 127 948 592 6,129
Commercial 1,217 6,827 6 30 , 186 969 1,409 7,52E
Mobile Home Parks 9 173 0 0 0 0 9 173
TOTAL 17.563 28,396 2016 2,104 6,642 8,331 26,223 36,6311A
Source: Spokane County Utilities department
40 Adep-.ed April 25, 2006
2007 Update Chapter 4 -Capital Facilities
City of Spokane Valley Comprehensive Plan
The most urgent reed for the Spokane region is to increase the capacity to treat
wastewater. Spokane County adopted a new policy in 2005 making connection to the
sewer system voluntary for new sewer construction areas as a part of the Septic Tank
Elimination Program (STEP). The County estimates that 50% of the parcels within the
STEP area will connect voluntarily in the year following sewer construction. Table 4.31
shows the County's historic and projected total connections to the sewer system through
the year 2010.
Table 4.31 Connections to Cowl Sewer _--
Septic Tank New Total
Year
Elimination Construction Connections
2002 1,490 609 2,099
2003 1,407 565 1,072
2004 1,573 474 2,047
2005 1,230 682 1,912
2006 596 565 1,181
2007 643 565 1,228
2003 554 585 1,13+9
2009 781 585 1,366
2010 691 585 1,276
A twp percent annual growth rate is used to project the amount of sewer flow that new
construction will add to the system. Using these assumptions, the County expects to
reach its contracted ten rrgd capacity at the City of Spokane Reclamation Facility by the
year 2Q14, as shown in the following table.
Table 4.32 Spokane County Wastewater Treatment Plant Capacity Projections
Year 2004 2005 2006 2007 2000 2009 2010 2011 2012 2013 2014
Flow(mgd) 7.3 7,8 8.1 8.3 6.6 8.8 9.1 9.3 9,6 9.9 10.1
Source: Spokane County i l'ilities Department
Note, These are projected capacities for Spokane County. The City of Spokane Valley dos no have its own allotted
capacity, Spokane Valley does not guarantee that wastewater capacity will be avalEeble For new canstrucxion it the future.
Locations and Capacities of Future Facilities
Sewer Construction
The purpose of the County's Septic Tank Elimination (STEP) program is to expedite the
constructor of sanitary sewers and dramatically reduce the number of on-site sewage
treatment facilities aver the Spokane-Rathdrum Aquifer; and to satisfy regulations
established by the State Departments cf Heath and Ecology, Spokane County Health
District and other regulatory agencies. The Sewer Projects Map found at the end of this
chapter shows the areas where sewer will be extended as a part of the STEP program
over the next six years.
41 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
Spokane County anticipates that the construction of all sewers within the STEP project
areas will be completed by the end of year 2010 The Sewer Project Priority Map shows
areas that have had sewer lines installed within Spokane Valley and areas that are
scheduled to have sewer lines installed by 2010.
The industrial area in the far northeast corner of the City currently does not have public
sewer service. To encourage economic development and job creation, Spokane Valley
may consider extending public sewer to this area.
Wastewater Treatment Plant
The Spokane County Regional Wastewater Treatment Plant (SCRWTP) will be located
at the old Stockyards site inside the City of Spokane. The SCRWTP is scheduled to be
operational by the year 2012. Construction will occur in two phases to meet projected
capacity requirements through the year 2025. Phase 1 will provide a maximum capacity
of eight mgd and should be completed by 2012. Phase 2 will provide an additional four
mgd capacity. Depending on the rate of growth, Phase 2 may be completed as early as
2015.
Capital Projects and Financing Plan
Wastewater Treatment
Spokane County has programmed capital expenditures for its share of upgrading the
City of Spokane Riverside State Park Reclamation Facility (RPWF F) for the years 2006-
2011, as shown in Table 4.33. The upgrades are required to moot State and Federal
sewage treatment guidelines.
Spokane County is also moving forward with plans to construct and operate a new
Wastewater Treatment Plant at the old Stockyards site. Phase 1 construction costs are
estimated at $132 million, Phase 2 is estimated at $42 million, bringing the total to $201
million for the new treatment plant. Capital costs for the years 2006-2011 are shown in
Table 4.34.
Table 4.33 Costs for Ci of Spokane Rlvarslde State Park Reclamation Facility CCRPWRF}Upgrades
Project 2006 2007 2006 2009 2010 2011 Total
Vater Quality Upgrade at $8,'1 $7,300 $1,000 $2,200 $8,700 $8,700 $34,000
RP RF
Notes;
1. The 2Q06-2011 estimates were provided by the City of Spokane.
2. Funds for the RPYVRF Upgrades will came horn the Wastewater Treatment Plant Fund and General Facilities Fund
3. Assumes effluent filtration completed by 2012 to comply with dissolved oxygen total maximum daily load(TMDL)
4. Estimates in Thousands of Dollars
Source; Spokane County Six-Year Sewer Construction Cjpital Improvenierdt l re ram-2006 thrat,gh 2011
Table 4.34 Costs for New Wastewater Treatment Facilities
Project 2006 2007 2006 2009 20'{17 2011_ Total
Engineering, Management and $500 $500 $500 S500 $250 $250 $2,500
Legal Services
Land-Pump Stations and $500 $1 r400 $500 s4 $0 $a $Z400
Treatment Plant
Conveyance- Desugn?BldfBuild $0 $875 $2,000 $9,000 $9,000 $0 _$20875
Construction Cost _--
Treatment Plant-Design/Build
Constructlnn Gust i $0 $4,000 ' $9,250 518,750 $20,000 $20,000 $72,000
42 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
Totals $1,000 $6,775 $12,250 $29,250 529,250 $20254 $97,775
I Annual Debt Service
Payment from Reserves $1,000 $0 $0 $0 $0 $0
Cumulative Bond Sales $0 $6,775 $19,025 $42,2755 $76,525 $96,775
Annual Debt Service $0 . $567 $1,592 $3,956 $6,404 $8,093
Notes:
1. The above estimates are based upon the following assumptions:.
- New 8 million gpd plant on the Stockyards site,with flows starting i 2012_
- Effluent filtration will meet the requirements of the dissolved oxygen-'MDL.
- Outfall to Rebecca St.from the Wastewater Treatment Plant ►ANTP)site.
.- Pump Station S.Force Main from Spokane Valley Interceptor to VliWTP.
- Pump Station&Force Main from North Valley Interceptor to WrWTP,
- Design1Bulld!Operate contract fcrthe WWTP,
aesign?0idlBulld public works contract for the conveyance projects.
2. "Annual Debt Service" is assumed to commence for a given expenditure in the year fallowing the expenditure. The
amount shown for"Annual Debt Service'incudes the estimated debt service for cumulative exaertditures and assumes the
annual sale of 29-year bands at 5.5% interest rates. A portion of die annual costs may he paidfrom available res:rves.
rather than from bond proceeds. For those years where the "Cumulative Bond Sales' Is listed at SO, it is assumed that the
previous years expenditures were paid from reserves. The primary sources of funding are the General Facilities Fund end
Wastewater Treatment Plant Fund.
3. Estimate in thousands of dollars.
Source; S-chane Coun Six-Year Sower Construction Ca.itel improvement Pro:ram-2906throw■h 2011
Sewer Construction
The following table represents Spokane County's adopted sewer construction program
for 2006 through 2011. The Sewer Projects Map, found at the end of this chapter,
shows the location of the sewer projects for the greater Spokane Valley, both inside and
outside the City boundary.
Table 4.35 Spokane County Septic Tank Elimination Program Six-Year Financing Plan
Valley Sewer Construction' $17,063 $12,312 $17,1197 $24,639 $22,989 $0 $94,200
North Spokane Sewer Construction $0 $1,357 $4,240 $0 $2,265 $d $7,362
Miscellaneous $500 $500 $5010 $500 $500 $500 $3,000
Total 517,563 $14,169 $21,937 $25,139 $25,754 $500 $105,062
State Grant $3,750 $3.750 $3,750 $3,750 53.750 50 $1$,750
General Facilities Fund $1,333 $2,523 $2,603 $666 53,019 $0 $10,144
Capital Facilities Rate Prepayments $$72 $777 $1,134 $1,038 $1,145 $0 $4,966
Bonds $348 $3,108 $4,536 $4,153 $4,579 0 $19,854
Subsidy Funding from Reserves $9,,1 20 $4,011 $9,914 $15,532 $13,261 $500 $51,338
Total $17,583 $14,169 $21,937 $25,139 $25,754 $500 $105,062
`Note; Thls labia represents projects both inside and outside the City of Spokane Valley'
Amounts are times$1,090
Source. Spokane Coun Six-Year Sewer Construction Ca•ital 1m•rovernent Pr..rern-2906 throw12091
Spokane Valley will continue the commitment to replace septic systems with public
sewers and will examine the feasibility of extending public sewer to uniserved
commercial and industrial areas to encourage economic development and job creation.
4.3.15 Solid Waste
In 1988, the intergovernmental agency known as the Spokane Regional Solid Waste
System (System) was formed by interlocal agreement between the City of Spokane,
43 Adopted April 25, 2006
2007 'Update Chapter 4-Capital Facilities
City of Spokane Valley Comprehensive Plan
Spokane County and all other cities and towns within the County. The System is
responsible for implementing solid waste management plans, planning and developing
specific waste management programs and updating solid waste plans for the entire
County. The System is managed by the City of Spokane, which uses its structure to
carry out the various solid waste management programs for our region,
In Spokane Valley, solid waste services are provided by private haulers licensed by the
Washington Utility and Transportation Commission (W.U.T,C.) through franchise
agreements. Waste Management of Spokane provides residential and commercial
garbage services and weekly curbside recycling collection; Sunshine Disposal provides
only commercial services. At this time, Spokane Valley residents are allowed to self-
haul their garbage to an appropriate dumping site.
Inventory of Existing Facilities
The Regional Solid Waste System includes a Waste to Energy facility located at 2900
South Geiger, and two recyclingitransfer stations. One of the stations is located within
Spokane Valley at 3941 N. Sullivan Road south of Trent and across from the Spokane
Industrial Park; the other is located in north Spokane County at the intersection of Elk-
Chattaroy Road and Highway 2.
Landfills are necessary to provide disposal for solid waste that cannot be recycled or
incinerated, or that exceeds the capacity of the WTE Facility. The Spokane County
Regional Health District licenses six privately owned landfills in Spokane County.
Level of Service
The minimum Regional Level of Service Standards requires solid waste services to meet
all State and Federal regulations.
Forecast of Future Needs
Spokane Valley is participating on the update of the Spokane County Waste
Management Plan 4SCWMP). The SCWMP update process will determine future needs
for solid waste disposal.
Locations and Capacities of Future Facilities
The updated Spokane County Solid Waste Management Plan will provide information on
future regional solid waste facilities.
Finance Plan
The updated Spokane County Solid Waste Management plan will include a financing
plan for future regional solid waste facilities.
4.3.16 Stormwater Facilities
Stormwater runoff in Spokane Valley flows to a combination of public and private
facilities. In developed areas, runoff flows down street gutters and is disposed through
drywells in public road rights-of-way, drywalls on private property and grassy swales with
overflow drywells in easements on private property.
44 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
There are advantages and disadvantages to relying on on-site facilities for all stormwater
management. One advantage is that on-site facilities are typically constructed with
private funds and can be integrated into the development as a green space amenity.
However, on-site facilities are sometimes not well maintained. Their capacity may be
diminished over time or they may fail entirely during large runoff events. On-site facilities
may take up large portions of a development site, thereby reducing the effective density
that can be accommodated in that area.
In 2004, the Spokane Valley City Council created a stormwater utility to develop and
maintain storm drainage systems on public land. To create revenues for the stormwater
utility operations, the Council adopted an annual fee per Equivalent Residential Unit
(ERU). Residential ERUs are based on the number of single-family dwellings, while
Commercial ERUs are based on the square footage of impervious surface associated
with a business or commercial development.
Inventory of Existing Facilities
Spokane Valley's inventory of stormwater facilities, most of which are integral to the safe
function of our street system, consists of about 5,800 drywells, 928 swales six detention
ponds, and one retention pond. Other facilities include curb inlets, bridge drains, and
culverts, all of which require monitoring and maintenance. The retention pond, located
at Dishman-Mica Road. and 32nd Ave.. was constructed as a part of a road project and
provides a disposal point for water floe/in° from Chester Creek.
Level of Service
The Spokane County Board of Commissioners adopted new regional level of service
standards for stormwater in 2004 as a part of the Countywide Planning Policies update.
The standards reflect current best practices that are established in adopted stormwater
design guidelines. Spokane Valley follows said guidelines in reviewing and approving
new development and is therefore in compliance with the regional LOS standards for
stormwater runoff.
Forecast of Future Needs
Spokane Valley will continue to use private, on-site treatment facilities for new
development and will install drywells, swales and other facilities as needed for new
street improvement projects.
Locations and Capacities of Future Facilities
Location and capacities of future facilities is dependent on the location and size of new
development, future public street projects, and projects that will address current problem
areas within the City. Future updates to this Capital Facilities Plan will incorporate
capital programming for stermwater facilities.
Capital Projects and Financing Plan
The City currently charges a $20 annual starrnwater utility fee per Equivalent Residential
Unit (ERU) to generate revenues for stormwater facility engineering, maintenance and
administration. The stormwater fee is expected to generate $1.2 million annually.
45 Adopted April 25, 2006
2007 Update Chapter 4-Capital Facilities
City of Spokane Valley Comprehensive Plan
4.3.17 Transportation Facilities
Inventory of Existing Facilities
This section of the Capital Facilities Plan includes transportation facilities within Spokane
Valley, including streets, bridges, pathways and sidewalks. Street maintenance is not
included as a part of the Capital Facilities Plan.
Spokane Valley is responsible for about 455 miles of public roads, including 51 miles of
Urban Principal Arterials, 61 miles of Urban Minor Arterials, 44 miles, of Urban
Collectors, and 298.85 miles of Local Access Streets, Table 4.36 provides a list of all
arterial intersections within Spokane Valley.
Level of Service
Spokane Valley uses arterial intersection delay as its transportation level of service
(LOS). This LOS is based on travel delay and is expressed as letters "A" through "F•
with "AA being the highest or best travel condition and "F" being the lowest or worst
condition, The lowest acceptable LOS for signalized arterial intersections is set at "D";
the lowest acceptable LOS for un-signalized arterial intersections is set at "B". This LOS
standard conforms to the latest edition of the Highway Capacity Manual, Special Report
209, published by the Transportation Research Board.
Table 4.36 prcvides a six and twenty year level of service analysis for all arterial
intersections in Spokane Valley. The analysis uses the regional transportation model
prepared and maintained by the Spokane Regional Transportation Council as its basis
for forecasting future intersection volumes. Levels of service calculations follow
Highway Capacity Manual methodologies. The last column in the table cross-references
to capital projects listed in Table 4,38. These projects will address capacity deficiencies
at the corresponding intersection.
Table 4.36 Intersection Level of Service Analysis _
2007'-
2005 2011 201t 2025 2025 2012
Intersection Count Control Mitigated Mit Igated
LOS LOSL05. LOS , Project
LOS
1 4th /Sullivan 2005 Signal C B C
2 4th!Thierman 2005 P A BatoG
3 4th f University 2005 Signal C G C
4 Bth 1 Bo wdish 2000 stop l E E F F 33
5 8th it Carnahan 2005 stay B C �C F F '18,40
8t11 i Dickman_ 2004 Signal aMica
B C
7 8th 2003 Signal A A A
Evergreen
a 8th d McfnnaI I 2005 st ay C1 E F
46 Adopted April 25, 2006
2007 Update C17apter4—Capital Facilities
City of Spokane Valley Comprehensive Plan
— 2007-
2005 2011 201.1 2025 2030 2012
Intersection Count Control Mitigated L $ Mlttgatea
L05 L05
LOS' Project
LOB" #
0 8th/Park 2005
2-way
a 0 C C D C ' 18
[ 10 8th!Pines 2001 2-way F F F
(SR-27) stop
11 8th/Sullivan 2002 Signal B B C
2-way
12 8th JThierrnan 2000 C E F IS
stop
13 Stn f University 2005 Signal B B B
way14 16th}Adams 2001 $ A B D
top
i 4-way
15 g twd sh 20051op C C C F D 33
18 16th 1 2004 Signal B B B
Dishman-Mice
16th f
17 2003 Signal B A A 36
Evergreen
16th! 4-way
13 McDonald 2005 stop B B C
19 16th/SR 27 2005 Signal D D 0 ! 22,42
20 16th J Sullivan 2004 Signal B 8 C
21 10th 2000 Signal B 3 B
University –
24th I 22 Evergreen 2000stop
A 3 B F F 36
23 24th 1 Sullivan 2004 i Signal B E i F
i
24 32nd/Adams 2001 B CIstop C
25 32nd 1 Darker 2003 stip COUNTY COUNTY
26 32nd 2005 Signal 8 B 0 B B 33
Bowdish
32nd 1 2-way
27 B B B
Dishman-Mica 2002 stop
28 32nd 1 2002 2-way B B B C E 23, 36
Evergreen sWp
29 32nd f Pines 2005 Signal 0 C C
30 32nd f SR 27 2005 Signal C C D
47 Adopted April 25, 2006
2007 Update Chapter 4–Capital Facilities
City of Spokane Vallay Comprehensive Plan
025 2007-
Intersection Count Control 2005 2011 mitigated 011 20 Mitigated Q12
LOS LOSL05 LOS LOS` Project
31 32nd/Sullivan 2004 stop COUNTY COUNTY
32n* 2,005 Signal6 B BUniversity
Barker 24
Applawav/Dish34 C C C
mdrlll�ica
+ +p j 4 Signal
35
36
D C C
Farr
4Signal
re flSignalC ME= C ___
37 Appleway 2005 Signal D'
Thierman
38 Appleway! 00Signal CB I 5
University
39 Apply/ 2005 Signal B BA 11
Vista
r Broadway I i 4 2-way $
Adams stop
41 Broadway! 2004 Signal A A
Argonne
42 Broadway( 2005 Signal A A TB 8
Co+ dish
43 Broadway! 2005 Signal C 0
Evergreen
44 Broadway! 20132 Signal 0 0
Faucher
46 Broadway 1 2005 2-way F F
Flora stop 35
46Broadway! 2005 Signal B B
McDonald
47
Broadway! 2004 Signal B B
Malian
Broadway! 10, it
46 Park 2043 Signal 0 U26
49 Broadway! 2005 Signal 0 F 0
Pines(SR-27)
50 Broadway 20135 Signet D B
Sullivan
51 Broadway J 2005 Signal B C
Thierman
52 Broadway! 2002 Signal A A g
University
48 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
MT-
2005 2p112011 2025 202 2012
Intersection count , Control LOSLAS Mitigated LOS Mitigated Project
LOS #
53 Broadway! 2002 Signal A A A 3
Vista
54 Broadway f 2005 Signal B B
Wal-Mart
55 Central Pre- 2003 Simla B B
Mix/Sullivan
55 00
!Bowdish
57 2004 SgrialC C
University-
Schafer .
50 Euclid(north)f 2002 2-Way I3 B B C C 28, 32
Barker stop
59 Euclid(south) r 9B 1 C C 32
Barker stop
Euclid!Flora(north) D 28
.� ( tr .�
" Euclid Flora 200 2,,wayc C "IF28
(south) stop
02 Euclid 00
stop
Euclid/
63 2001 Signal C C C r C 30
Sullivan
64 Indiana 114 • C
reen
Indianall-
2005C
f
East
Indiana or Mall- 2005 Signal B 13 la B
Wes!
67 Indiana! 2D04 Signal B B
Mirabeau Pky
58
Indiana!Pines 2004 Signal D C D 22
(SR-27)
69 Indiana 1 2005 Signal G C. E
Sullivan
70 M f C 30
ti
71Knox/
r . D D 98
Argonne
Mansfield
72 '0 2-way F F C C 3, 22
stoplaignal
73. Marietta f 2Od3 Signal S C F
Sullivan
Cvlirab(S l'ky I 2006 2-way74 r F B 3,22
Pines(SR-27) I stop/signal
40 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
2007-2011
Intersection Count. Control 24t)5 2011 Mitigated 2 Mitigated 2012
LOS LosLCS* Ltd LOS" POct
7
Mission f 1999 2-way B B C
Adams slop •
•
76 Mission f 2D05 Signal ID 0 D
Argonne
77 Mission f 21)45 2-wry F F A B
Barker stapfsignal i
Mission f 1g9 2-way C E F
B owlish stop I
79
Mission!
2002 Signal A A A
Evergreen
- _
80 Mission f 2062 Signal A A I A
McDonald
81 Mission I 2005 Signal B S C
Mullan
82 Mission it Park 2002 Signet B B B B B 10
83 Mission I Pines 2002 Signal I] E 0 F 22
8d Mission l 2005 Signal C C F
Sullivan
85 Mission J 2004 2-way C E F
University stop
86 gonna Montgomery 2004 Signal 0 D 1 F 1 21
Montgornery if -
87 Shopping ' 2005 B B C
Center
t3 Montgomery 1 2002 2-way D 0 F 1
University stop i
89 Rutter 1 Park 2003 0 B 0
stop
Saltese way
90 Su!van1 2004 s D F F 38
81 Sprague 1 2004 Signal B B C
Adams I
Sprague f i
92 Appleway Ave- 2002 Signal B C F 31
Corbin
93 Sprague 1 2005 Signal B B B
Argonne
94 Sprague! 2045 4-way B C B F F 24
Barker strip
95 Sprague! 2005 Signal C D C 0 C 5
B awl ish
Sprague fr
06 Casco 2005 Signal B B B
(east of
Carnahan) ; ,
50 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Wiley Comprer nsve Plan
200T-
2005 2011 261 2025 242§ 212
Intersection Count Control LOS LAS Mitigated LAS Mitigated Praject
LDS" LOS' #
a
97
Sprague/ 2005 Signal C D C DC 5
Evergreen
' 98 herSprague/FanC 2002 Signal 0 ❑ 0
99 Sprague 1 Farr 2005 Signal A A A
100 Sprague/ 1999 Signal C 0 F D 26
Flora
101 Sprague 1 r Signal C
C 5
Gillis-
102 Sprague 1 2005 Signal D D C F C 5
McDonald
103 Sprague J 2005 Signal C B B
Mullen
104 Sprague 1 Park 2005 Signal C B B 11,26
105 Sprague I 2005 Signal 17 E C F 0 5,22
Pines{SR-27)
106 Sprague 1 2005 Sdgnal C B B B 31
Progress
107 Sprague! 2005 Signe/ Q E C F D 31
Sullivan
148 Sprague t 2005 Signal El t? C
Thlerman
109 Sprague! 2005 Signal D C 0 5
University
110
Sprague/ 2005 Signal C A A
Vista
111
Trent SSP 200;2004 Signal 0 E F
!Argonne
112 Trent{SR-290) 2004 2-waY F F F B ,C Br/
!Bartter i atop
113 Trent(SR-290) 2003 Signal B a C
!Evergreen
114 Trent R-290) 2000 Signal C C C
1 Fancher
115 Trent(SR-200) 2003 2--way F F E BTV
J Flora atop
1 la Trent{SR-290) 2003 Signal B B B G B 9, BN
J Park
117 Trent{SR-290) 2003 Signal E F D F F 22'
1 Pines BTV
918 Trent (SR-290) 2002 2-way G D E
1 Progress stop
51 Adopted April 25, 200
200 Update Chapter 4— Capital Facilities
City of Spokane Va1[ey Comprehensive Plan
2007-
2045 2011 2Q11 2025 2925 2012
Intersection , Count I Control Mitigated Mitigated
LOS LOS LOS' LOS LOS* Project
Trent (SR-290) 2-way Inter
199 !University 2005 sip F F section ETV
Removed
Trent (SR-290)
120 1 Sullivan 2005 Signal A B F ❑ 30
(North Ramp)
Trent(SR-290)
121 1 Sullivan 2003 Signal B B F D 30
(South Ramp)
122 Trent(SR-290) 2003Signal B H B BTV
i
/Vista
123 Wel[esley/ 2005 4-way R B C
Evergreen stop
We124 11 Progress 2002 4-w
P C B B
i _
125 Wellesley f 2002 -way C F F F F 4, 30
Sullivan step i
Note: See Table 4.38 for a listing of capital improvement projects.
Regional Level of Service
The Countywide Planning Policies require that LOS standards be adopted in accordance
with the regional minimum level of service standards set by the Growth Management
Steering Committee of Elected Officials. The Steering Committee approved the use of
corridor travel time for use in establishing the regional transportation system.
The Spokane Regional Transportation Council is determining annual average corridor
travel time through a travel time study. This study is still in progress and corridor travel
time Level of Service standards will be adopted upon its completion.
Uses of Level of Service Standards
As measures of transportation effectiveness, LOS standards can help jurisdictions
identify where and when transportation improvements are needed, and when
development or growth will affect system operation. Level of service provides a
standard below which a transportation facility or system is not considered adequate.
Level of service standards can be used to evaluate the impact of proposed
developments on the surrounding road system. They can also be used to identify
problems, suggest remedial actions and apportion costs between public and private
sources. LOS standards are a cornerstone in the development of equitable traffic impact
fee systems, which makes development pay some of the costs for improvements to the
transportation infrastructure.
The Spokane Regional Transportation Council (SRTC) performed traffic modeling for the
urban area, considering future population growth and distribution. This model examines
the performance of the entire urban transportation system. Improvements to provide for
the increased traffic volumes shown by the model at the adopted level of service
$2 Adopted April 25, 2006
2007 Update Chapter 4 Capital Facilities
City of Spokane Valley Comprehensive Plan
standards, are included in this plan. More information on the transportation modeling
based on future land use assumptions is contained in Chapter 3, Transportation,
Relationship to Concurrency Management
Concurrency involves matching public facilities and new development. The concept of
concurrency predates the Growth Management Act for some public facilities, specifically
through SEPA mitigation requirements. The GMA extends concurrency to transportation
facilities by requiring that new development be served by adequate roads and public
transportation service, and that development is not permitted to cause these
transportation facilities to operate below level of service standards that are adopted by
local governments in their comprehensive plans. "Adequate capacity refers to the
maintenance of concurrency" (VAC 365-195-$35).
State Transportation Facilities
The Growth Management Act requires local jurisdictions to include inventory and Level
of Service information for state transportation facilities in their Comprehensive Plans.
State facilities are divided into two categories: Highways of Statewide Significance
(HSS), and Regionally Significant Highways (nen-HSS). The Growth Management. Act
requires non-HSS facilities to be subject to concurrency. The following table lists State
highways serving Spokane County.
State Transportation Level of Service
The Washington State Department of Table . 7 date Hi nways
Transportation (WSDOT) requires state [Highway Desariplion designation
transportation facilities in urban areas (inside las Interstate ;Mss
the UGA) to maintain a minimum Level of
Service standard "D," In rural areas (outside 5 Pines Road 'Non-I-ISS
the UGA), the minimum LOS standard is "C.' SR-290 I'm/Avenue .Non HSS
Those areas lying outside the UGA that may *Hes Highway of Statewide Significance
Nan-HSS=Regionally Significant Highway
have urban characteristics can be evaluated
by the WSDOT in conjunction with the City on a case-by-case basis to determine which
standard is the most appropriate fit_
Intergovernmental Coordination
Transportation plans were distributed for comment to all jurisdictions that may be
impacted by, or impact, Spokane Valley's transportation system, including adjacent
towns and cities, Spokane County, Spokane Transit Authority, Washington State DOT,
and Spokane Regional Transportation Council (SRTC). SRTC has overall responsibility
for intergovernmental coordination of transportation plans. Each jurisdiction in the region
must submit transportation plans to SRTC for inclusion in the Metropolitan
Transportation Plan. SRTC responsibilities include. 1) Certifying the transportation
elements of comprehensive plans adopted by the County, cities and towns in the region
for consistency with the Metropolitan Transportation Plan; 2) Maintaining consistency
between infrastructure plans and land use development plans, and 3) Reviewing LOS
thresholds for transportation facilities in the Spokane Region.
SRTC is also responsible for monitoring and evaluating the performance of regional
transportation facilities as affected by land use and transportation improvement
decisions. Concurrency management is linked to the planning process. Any
53 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
amendments to the comprehensive plans require a concurrency management system
analysis and must meet thresholds before their adoption. SRTC will annually assess the
regional transportation system with respect to regional concurrency.
Capital Facilities Projects and Financing
Capital Projects
Table 4.38 contains a complete list of transportation related capital projects for the years
20087 through 20132, totaling neo„:y over $95 :1414 million. The City uedates the six year
TIP throughout the year as project priorities and funding changes, This Plan adopts by
reference any updates to the lir cccurrinq between Plan update cycles. The current
TIP is available for vievti+in online at ckanevatle .or . These projects address
capacity issues at intersections and safety improvements. Following is a discussion of
potential funding sources.
Funding Sources
Funding for the operation and expansion of the City's transportation system falls into
several categories, which include federal, state and city funds, Same sources consist of
reliable annual funds while others are periodic, such as grants. The use, availability and
applicability of these various sources are not always at the discretion of the City.
Spokane Valley will develop a track record with funding agencies as time goes on, which
will help make to make more reliable funding assumptions
A summary of expected federal, state and local funding sources for the City's six year
Capital Improvement Program is shown in Table 4.39. The following is a summary of
transportation funding options.
Federal Assistance
These funds are authorized under the Safe, Accountable, Flexible, Efficient
Transportation Equity Act for the 21'4 Century (SAFETEA-21) and are administered by
the Federal Highway Administration through Washington State Department of
Transportation and the Metropolitan Planning Organization (Spokane Regional
Transportation Council). Federal funding programs include Bridge Replacement (BR),
Congestion Management and Air Quality (CMAQ) and the Surface Transportation
Program (STP)
State Assistance
The Washington State Transportation Improvement Board administers State
transportation programs, including the Urban Corridor Program (UCP), the Urban Arterial
Program (UAP), and the Sidewalk Program (SP)
City Funds
Spokane Valley contributes revenues from the General Fund and the Real Estate Excise
Tax funds for transportation projects. The City also receives State Motor Fuel Tax and
Restricted State Fuel Tax.
54 Adopted April 25, 2006
2007 Update Chapter 4-Capital Facilities
City of Spokane Valley Comprehensive Plan
I
Table 4.3El Six-Year Transportation
Capital Facilities arid Financing Plan
2608-2013
2607-2042
(Dollars In Ni oueandu)
20082007
item Project From To Primary City Amount Total Annual I
# Source $ Amount I
13 E rker Road Bridge Applewayi Tecnirfay RoecIA Mod ST- }BR 300 x.363
Rnac 5nokane River F eed#5543
G2 Barlsaf aaEl BFid STEP @ Spo'eane-R4vr;F 44;43 erkp4 won 3,8m i ti]
Paveback
37 Ri.es[M ns#+eldStCcet
WI.bur-Road PI-nes Road CMAQCity 2 1,292 1,01111,292
Preservation-Various _
8 ssthound
Apolewa+r--Uliversity to Rices On STP 06 25
Evergreen l liar+ UrliVal .i;y
Fa mpEvergireen
9 S4.141Prar- ad-Nest
Extension•{Bigel+w WellesleyPi nes City-6s; Park Q;yufiP 1187 1-933
G uic )Broadway Ave-Pine,
(9R27)to Park
610 tFalle er;id'r Pro d
2Broadwav Fanot.er ki-RiveF Eve;grceR-Rd STP(U) 979 3,356567
Intersection PCC
I 126 B dway AVeiitte,4n1ayPark
Road-Bridging the IP-)Other
4 aB R F mead X131 21)5750,
Valley/814SP Graefe Fed
Separation
773 Mognamery Avenue-Ir-lay Argonne klnuder y
Mcg venue Phase l-- C ,G( S -. 4-99-71 l 53
CFJrnahan to Havana RaaciCarnahan ReadHavana
814 a?ied ventre-S; t?
8#4/4y44th Ave Pathway- 189S ands 1bienWOOdruff g ySTPi l ; 50,1 '4010
Sands to Woodruff -- _
937 P...� -°Td -n-g4h€
tizyr l3NSF Cr-do 14v„`.geFQFy ,�
I,1di e.AAra-ie TPUAP -32182 74-492
Se at}oaBowdishlSuraaue Ave
Iriterwectgn PCC
o.,. - ;r2 -- = -Av Indians Av OAP 142. 5-5?
1-4 Park Rd- .P -On S=P }l 25 247
rt-.2 SI_F.4..-Qantrolle0J,,,L3cedes CMMAQ 54 400
13 Sullivan--:Rd-RSG 141it i LOG-ES-Ramps IP4P) 6-4 45G
—1.4 S-ulfiven-Raa -Swu4a:aver X1.511-S _ 3R 436
15yDIE Piiv s -i 4rlay-1 mar ' 1!th Aver ST-P-R 14 84
15 U.1 r F slay#24141..,-Aver 44-Avar.,� -) 8 4
43 Street-RFescrvatEan Prcjec-Es Pit- 1000 •t,n i4
I - Annual Teta! $1-,-8973 149 S1270311,651
item Project From To Primary City Total Annual
# Source Amount Amount
rS
i 23 Barker Road Bridge IP Spokane River #5503 13R 200 "s,a ?�7�
SAM-van-Road-Noah
64 Extensior, 8•i 14vw-STEP , Wellesley G' is City 64900 541103
P loack j
i
55 Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
• City of Spokane Valley Comprehensive Plan
,,.._
galley Cour-4er—Project
57 2Street Preservation1.1ivePsity-h`Z4 Eweween . GP(L;), t 2.71292 F,;6A21292
Prole:t
Argonne-alta
a Evergreen 2.2184 131141
LarscAApleway Blvd 100,t cmapyrUniversit+l
Pwrk Hand---9;'rdglig-t a
911 iley�Bh1SF to ana-Averae W ntsonlery- ve; PSI 4I4192 2454.742
Gr ideP neslSprague
Intersection PCC _
161 a Park Faad, 2P2rk Road- S-rsad•way-Av 14ia: r UAPOther Fed 44-090 7092159
t3ridpinc the Valley
n�,�,� "ae 3-PTr }Sth }5r u
1413 Bro s.a'Havana ST-P(J STA 25271 28-71322
Avenue Phase l . vaCarnahan
E.at llva mond West
14 BAg 44t11 Avanue '4av< 451-1-SW od^uff BRSTP{£1 46 340
Fathwa R"werSands
Uny i'lersit Road-Inla I)imdn
Sirl -Mi 15th �
15 rlBraadwa Ave#21i�addFencher A;eaueTheirmen ST�(tSTPI Yrc350ts
16 urwva:sityRaad-Flay 4..541-A enuel-90 ae eParlc STP(I'3sTPiU) 11-11)0 380741
m2131-oadway Ave#1
4.17 ,'tkt �4 1.laYyyP2rk 1.0,to roariwav Sancislndim a SSP-ISTPIU) t8 acxKji
Road##2 (PE Only? c'- r
allthevei Havana Street o, Rca a
18 922447
i eeoestrtactionFiore Read Sprague hi1lssion S f }tl1 89
A 91;14,ae—Kno% , a
1,9 (,!fr's8f3EbtiQR 9,4 tAC 6
20 Barka r-Rad4--Applahke li , I I w-y Rres 4.u&'i' LAP 84 4-24
to434oaiacva'f A`Veuve /worw
24 , Aitg -A-ne-44 -Lana C-1,1or^rtEg$rr,e CMAQ 5
4.2-
22 Paves Corridc('ITS luta-Ave: Tort Av-e GIIAACI 463
43 p ;astsara, Pit 1-35-9 17359
Annual Tc $ °
TWA
34.5.4
20102449
Item ProJect From To Primary City Amount Total Annual
# Source Amount
ss lt2ley-Corrddr-Pr ojeMUniversity.Rd -aver-Teen-Rd ST-Ply F 1.900 ;;,n=..311)0
2STEP Pevehack
C3ni iskty-1-41 E r-grean-Rd
Park-RDa4---18 Fidgi -IIS2
Velleyi-INSF--Greade itApilt anierf
,eparatian5+reetP.reservatio:l IradianaFrwar�a�e rive 2871F92 6;1x9 129
Pro ect
106 Park-Read ir2Applewa�' Broadway Indians UAPOther 478231 2, 944201
AvUniuersi AyEwer.reeq
Sall+yer Alest
1412 9ridgePark Road-BrldninrX - - ,;,'
Fed
the Valley
4813 6#Aveuu eonnstruet o r8th Havana Street 36;1207
a. M
p venue Phast:.-
i-918AfaA g-icno:4SDrag LLB Ntis$kon 62298
l reetienFkare Rd
B r#eFRopd---Applewsy....t+
L.
. , 2 .V$y i r -way d
gra -dV 24 4
AvenuaSulRvaniSnraque Ave.-we
Int•rsectinn PCC
reieNt3P-LaneArganne �I it g€yl-2-1aa al Trent cmAc E 1-53 576
so
3 €;---Ave-RaeSuIIKan Rd North R`S' 1
Extension 7 Gulch gelnwr �rTi�(U} it X55 254,5±.Gulch
B arKer-Rea --Sib-tc. f ppla 4 y
2422 3thttudid L•ICRSTP(U) 6644 38;2E18
APptewaySullivan Rd(PE Ava-Wellesley
56 Adopted April 25, 2006
2007 Update Chtiapler 4—Capital Facilities
City of Spokane Valley Comprehensive Plan
-I only - I - -
raR- 4Sullivan Rd'hest
2fi23 ITgridoe I $prag v Bion AV IJCPBR 600 493735
252 Ra�l�RnaaC�P
s 1iu4 aanald; Broadway
re e Ave re 5TH-PCU#STA 3� 1M9 4041069
S•re•ue Intorseoti.n PCC Avr ee
Spranuo Conklin Signal
27-25 Broadway/Sullivan Intersection §-Conklin CitySTA 144251 3981230
PCC
43 ; S Preser a an-lam' Cil: a-3' 1,100
1 Annual Total MEMO X82.0722
2011 201L _
[tern ProfecL Prom To Primary City Amount Total Annual
# Source $ Amount
P uk Road ing tlRE Mantgarnery
96 lleye--LINGradaSTEP In6-anAve 347-900 6,0T-4-1 1C0
Pavaback
Sulk-van-Roa 4lesei-8r'
747Street Presen.'atlorl Pre a 5 ra'{` e RIVE.; g`"1 1292
• St •AvaFu-a-Recrxr.structian HEN an t-e4t P Ck-Road S-T-P-E4J-iliCP 303158 248 6167
▪ Applewav Blvd University Eve green
Bar FRa^ way—tc Broadway 41ARQCher
8 wa,Avenue Park Road + plrwayAv arse Federal - 36 7-74 66Q9
—Bridgion the Valj Best-P _
2-318 �i-A6 �rGFCora Road -Spraciva a
Mission
I Barker-1 a� 8.h to g A.ppleway Ave. IIJGPCMAQ 80 g6 400713
iA t fir, ..nna •cadf=d Trent
0 Flora Road Sullivan Rrt FSE Miatlen
onlA Sprague Av1Nellealey M-740 1,280;298 •
paa,;s, ?-at4 Sullivan RdB d',
25-21 Sprague Avery 2-341:1 2; 735
West fridge kyr i
I • E:rskd-FLdJ Flora Rd Pines Flas;3 €'ar ad
Corridor ITS RoadSp•aaue Trent Ra4520131
I Mis :on-Ave Reasne4F4otien Flet2 Bark-F LJAPOther
Saltese/ulllvan Sl.nal
3 1 Wellesley 5 230
Avenue
1 Evergreen Apple s- 99 5W I
l _ E..4eNFee4 Appiewey
I I 43 St%el P:e$GF tI$p-P- a ia_ Ciiy 1449 14)4G
__
1 Annual
)4-
Annual Total $3, -83,3624 •
209016
48-654
` 2012 2011
Item Project From To PrImary City Amount Total Annual
N Source ($) Amount
237 3 fa�reaae Streot S-414-7,' t
Se -Roacl I City 12$2 44601292
pre sermon Pralects
2;23 kar Road Sth•o J�pplewe 81q Applaway Aye, UC.PBR 428 0 2x-39 4056
Sullivan Rd West Bridce 1
57 Adopted April 25, 2006
2007 Update Chapter 4 -Capital Facilities
City of Spokane Valley Comprehensive Plan
3 29 €lora-Ro-ee1Parr Road#2(CN arag -Av M+a.lanA 4 UCPSTPtU 27.•210 r
Un1 Sroadwa hdisrra
W - _d - e r ` 2 .5Z 2,672 285
Ave Ave-nueF lora
More
ii Euclid '.3 - - -
28.11 Avenue Ever.reen Best STP(U) $321 SC4153
ILlissira Av cz-n tructinn
, 3033[1I Barker
Rd
Sullid2c- a4 Sprague,A
pragueAue
32 fir'ark-er-€aad $11,4k -R+va, c
34 3rarsl Evergreen/32'6
33 B awctish Aoae
34 B vdd} acxaraa
BaFic
83r4BF FIeA alevay
Eaclidr
Broadway
lvl4es er
Unlversiv Avera
aka .RiYe:
1111
E$ r 'n
u�",' .e^ s
Fa Everq reen
32dS :
'
5th Avenue e
35 4ao :. his a; .Flora "°]'t C ifvl re =T4serrrPR
ue 24382-1-:
86,I•6 i�
8
85
52
D 5 7
78
1,699 231 1
264A2
42i
262
243
e Ever,grear'Raad 32-Rd-Aver-we :.614•Ave re UAP 53 27
luta nsfieW-E leasien R as 112-%} �� b8 1
Prlc� y
[ - Saltese- lliv �,.F �esba.; -Sulli�ac•R. 3 3D-5
[ 39 V Ilay-c i,dvr"--Prsj6ct-3-ON Evergraea-f 4 Appleway-lead UCP 350 7-50
C3 Skeet fir Miro P.-esl6 ' ita. 1200
[ Annual Total $3,527 1 950 $44454 9.321
2013 2-01-2-
1 Item Project From To Primary City Amount Total Annual 1
# I Source $ Amount
2S-7Pre
Rd+t-Fl+fandStreef Flea
Rcad STPM,Qty 438 1 140 3;925 1140
Pre erva;iron Fro'ect
[ Euelid-; ad id•Ftaad
Mission Ave-Rr sansItu n
2933 Flora Ba-ker UARBR , 258 0 1.2$$40515
Sullivan Rd West El rid e
rWelles-ley F
3039 Sullivan-Road Park Road A2 Er I4GPSTPfli) .544 314 2,7-1-9 2326
Brpad��aAe ill Manua .1-i.
Baker-Ram-Ssekane-Ri�.+er Sppkana R var 180 T-rei-gen a
3234 S.1=PfL-t}UAP 35 48 a 3 244
Ito Trent Breadwa Ft east of Moore Rim:,
,� 32nd Avenue 8th P,verme
3331 Bawdish--Road 32 Avenue STK') 8424 4E8 175
Ev9rgreen Besl
Broadway Ave Ext-Flom-#c Berk e{
3432 i3ar e�Barker Ra .. HLTa Appleavey l9rosdwa UAP 50 289 2-5D 1445
&cc dway-Ayelyloore"ioFIo,a 7214ftE.4,°.hilagra F. k
3533 UAP.STP{P46 525 240 2626
!r-• - °v Ur!iversit Ever raen
3134raei R •1 EvergreeiJ 32nd Avenues 151h Ave nues U, STPtL 60 755 400 3651
62.../ Eve..reen S'- T
3735 Mane-halo Extansior•Broadway l nes4SP27)Flora Parkway td STP(U7 x-45 83 '7374
Barker
39 Uallsy gilder Pit o d3 CN EvFrgreen-Rcad Apple,vay-Read uzi,ts.rp u 4.37160 ,`7F]PN6
6 Illy., '. RW} N Euclid Wellesle
Carr.3taan Track lora -
4038 University/Sprague 8,th Oily-Limits 6 INV,.UPC 27 204 290 997
In •be.•■nPCC
44 SR- Rede:Strian @-24 11.1 Ctag r'vlsIA4 3t~106 1-78 7a5
390-er;si_:P'•,` , r',oriTS AveSr a.ue
5B Adopted April 25, 2006
2007 Update Chapter 4—Capital Facilities
City bf 8 poM Pe Valley Comprehensive Plan
42 S€ - riOs4 '-IAO orl --€t 2 SR27 UAP 4-9 444
43 at Prose-A4ion--PrE4ao E City 1269 i72G0
Annual Total $314"13 $15,231.7
11358
Table 4.39 Transportation Capital Projects funding Totals - 2007-2012
Year Federal State Other City Total '
2008 . $gam 6,073 $091 $1,977 5 $462 X9-7 $13,703
$3 149 11 661
2809 g $15,520 $ 1,476 $ 2.148 -22 $ 3,454 $ 13.810
6,732 3,31,', 2,120 21,508
2010 $11,057 $5,206 $4,589 8 $3.974 $20,722
6,973 ' 3,10 ? 23/118
2011 G $8,820 7;957 $7,882 $640 $3.024 S20 966
3 18,351
2012 4 $6.521 x456 $850 6,-2-22 $0 835 $1,950 $9,321
3,527 =11,151
2013 2 $12,815 $2,141 $ 0 142 $3,628 $ 18,584
4-7605 0,210 2.;1`31 4
Total $ 47,934 $19.532 . $19,770 $95,064
52,221 $7 819 '1,683 X62. 177,847
59 Adopted April 25, 2006
2007 Update Chapter 4-Capital Facilities